US8892279B2 - Control apparatus for motor-assisted bicycle - Google Patents

Control apparatus for motor-assisted bicycle Download PDF

Info

Publication number
US8892279B2
US8892279B2 US13/243,343 US201113243343A US8892279B2 US 8892279 B2 US8892279 B2 US 8892279B2 US 201113243343 A US201113243343 A US 201113243343A US 8892279 B2 US8892279 B2 US 8892279B2
Authority
US
United States
Prior art keywords
control process
assistive
value
regenerative
battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related, expires
Application number
US13/243,343
Other languages
English (en)
Other versions
US20120083957A1 (en
Inventor
Koji Aoki
Naoki Kamimura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA MOTOR CO., LTD. reassignment HONDA MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: AOKI, KOJI, KAMIMURA, NAOKI
Publication of US20120083957A1 publication Critical patent/US20120083957A1/en
Application granted granted Critical
Publication of US8892279B2 publication Critical patent/US8892279B2/en
Expired - Fee Related legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/411—Torque sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
    • B62J45/421—Sensor arrangements; Mounting thereof characterised by mounting at the pedal crank
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M3/00—Construction of cranks operated by hand or foot
    • B62M3/003—Combination of crank axles and bearings housed in the bottom bracket
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control apparatus for a motor-assisted bicycle which increases the frequency of charging of a battery.
  • Japanese Patent No. 3642364 discloses that a bicycle with assistive power energizes a motor to generate an assistive force depending on a pedaling torque applied to a crankshaft.
  • the motor is controlled to switch to a regenerative state to charge the battery, if a detected peak of the pedaling torque is smaller than a pedaling torque determined depending on the vehicle speed of the bicycle.
  • a regenerative charging process is performed, if the detected peak of the pedaling torque is smaller than the pedaling torque determined depending on the vehicle speed of the bicycle.
  • the pedaling force becomes larger, since the pedaling force changes from a level 0 to a higher peak, while the crankshaft makes one revolution, no regenerative charging process is performed and hence the battery is not efficient during a period in which a low pedaling torque is applied. Consequently, the battery may not sufficiently be charged.
  • the present invention has been made in view of the problems of the background art. It is an object of the present invention to provide a control apparatus for a motor-assisted bicycle which increases the frequency of charging of a battery.
  • the control apparatus ( 250 ) includes a vehicle speed information detector ( 66 ) for detecting a vehicle speed information value representing a vehicle speed of the motor-assisted bicycle ( 10 ), and a control quantity corrector ( 276 ) for correcting a control quantity of the assistive control process and a control quantity of the regenerative control process based on a change in the vehicle speed information value which is detected.
  • the control quantity corrector ( 276 ) integrates the change in the vehicle speed information value detected by the vehicle speed information detector ( 66 ) depending on a positive or negative value thereof, and if the integrated value is a negative integral value and the absolute value of the negative integral value is greater than a first threshold, the control quantity corrector ( 276 ) corrects the control quantity of the regenerative control process into a reduced control quantity depending on the absolute value of the negative integral value, and if the integrated value is a positive integral value and the absolute value of the positive integral value is greater than a second threshold, the control quantity detector ( 276 ) corrects the control quantity of the assistive control process into an increased control quantity depending on the absolute value of the positive integral value.
  • control quantity corrector ( 276 ) corrects the control quantity of the assistive control process and the control quantity of the regenerative control process only if the absolute value of the change detected by the vehicle speed information detector is greater than a predetermined value.
  • the control quantity corrector ( 276 ) corrects the control quantity of the regenerative control process into an increased control quantity, if a value, calculated by subtracting the state of charge at the time the motor-assisted bicycle ( 10 ) ended a previous cycle from the state of charge at the time the motor-assisted bicycle ( 10 ) started the previous cycle, is positive, and corrects the control quantity of the assistive control process into an increased control quantity, if the calculated value is negative.
  • the control quantity corrector ( 276 ) corrects the control quantity of the assistive control process and the control quantity of the regenerative control process only if the absolute value of the value, calculated by subtracting the state of charge at the time the motor-assisted bicycle ( 10 ) ended the previous cycle from the state of charge of the battery ( 44 ) at the time the motor-assisted bicycle ( 10 ) started the previous cycle, is greater than a predetermined value.
  • the vehicle speed information detector ( 66 ) detects the vehicle speed of the motor-assisted bicycle ( 10 ) from the rotational speed of a wheel of the motor-assisted bicycle ( 10 ).
  • the control apparatus ( 250 ) includes a vehicle speed information detector ( 66 ) for detecting a vehicle speed information value representing a vehicle speed of the motor-assisted bicycle ( 10 ), and the control apparatus ( 250 ) switches from the assistive control process to the regenerative control process at a crankshaft angular position in which the torque value detected by the pedaling force sensor ( 110 ) is equal to or smaller than the predetermined level, and if the vehicle speed information value detected is equal to or smaller than a predetermined speed value, and switches from the regenerative control process to the assistive control process at least at a crankshaft angular position in which the torque value detected by the pedaling force sensor ( 110 ) is greater than the predetermined level.
  • control apparatus ( 250 ) varies the predetermined level and the predetermined speed value depending on the state of charge of the battery ( 44 ).
  • the assistive control process and the regenerative control process are selectively performed depending on the torque value of the pedaling torque, more regenerative states can be created to increase the frequency of charging of the battery.
  • the control quantity of the assistive control process and the control quantity of the regenerative control process are corrected based on a change in the vehicle speed information value, which is indicative of the speed of the motor-assisted bicycle. Therefore, variations in the rotational speed of the crankshaft due to switching between the assistive control process and the regenerative control process while the crankshaft rotates can be reduced. Therefore, switching between the assistive control process and the regenerative control process while the crankshaft makes one-half of a revolution is performed without making the rider of the motor-assisted bicycle feel strange.
  • the control quantity of the regenerative control process can be reduced to minimize the reduction in the rotational speed of pedals, and if the rotational speed of the crankshaft is continuously increasing due to the assistive control process, then the assistive control process is increased to quickly achieve a vehicle speed desired by the rider of the motor-assisted bicycle.
  • the regenerative control process is performed while minimizing variations in the rotational speed of the pedals, and the assistive control process can be realized in a manner expected by the rider of the motor-assisted bicycle.
  • the control quantity of the assistive control process and the control quantity of the regenerative control process are corrected only if the absolute value of a change in the vehicle speed information value is greater than the predetermined value. Consequently, the drivability of the motor-assisted bicycle can be prevented from being lowered by excessive correction.
  • the control quantity corrector corrects the control quantity of the regenerative control process into an increased control quantity, if a value, calculated by subtracting the state of charge of the battery at the time the motor-assisted bicycle ended a previous cycle from the state of charge of the battery at the time the motor-assisted bicycle started the previous cycle, is positive, and corrects the control quantity of the assistive control process into an increased control quantity, if the calculated value is negative. Therefore, the state of charge of the battery can be maintained.
  • the assistive ratio is increased, and if the assistive control process was performed more than the regenerative control process when the motor-assisted bicycle was used in the previous cycle, then the regenerative ratio is increased. In this manner, the state of charge of the battery can be maintained.
  • the control quantity corrector corrects the control quantity of the assistive control process and the control quantity of the regenerative control process only if the absolute value of the value, calculated by subtracting the state of charge of the battery at the time the motor-assisted bicycle ended the previous cycle from the state of charge of the battery at the time the motor-assisted bicycle started the previous cycle, is greater than a predetermined value. Consequently, the assistive control process and the regenerative control process can be performed with stable control quantities to allow the state of charge (SOC) of the battery 44 to vary smoothly.
  • SOC state of charge
  • the vehicle speed information detector detects the vehicle speed of the motor-assisted bicycle from the rotational speed of the wheel. Therefore, the vehicle speed information of the motor-assisted bicycle can be detected properly.
  • the regenerative control process is performed if the torque value is equal to or smaller than a predetermined level and the vehicle speed information value is equal to or smaller than a predetermined speed value. Therefore, the regenerative control process can be performed within a speed range desired by the rider of the motor-assisted bicycle, making the battery effective for a longer period of time.
  • the ninth aspect of the present invention inasmuch as the predetermined level and the predetermined speed value are changed depending on the state of charge of the battery, when the state of charge of the battery is low, the frequency of a regenerative charging process is increased to prevent the battery from being overcharged, and when the state of charge of the battery is high, the frequency of an assistive process is increased to prevent the battery from being overcharged.
  • FIG. 1 is a left side elevational view of a motor-assisted bicycle (assisted bicycle);
  • FIG. 2 is a cross-sectional view taken along line II-II across a pedaling force detecting device shown in FIG. 1 ;
  • FIG. 3 is a cross-sectional view taken along line II-II across a pedaling force detecting device shown in FIG. 1 , where a hollow torque transmitting member is constructed as a single member;
  • FIG. 4 is a fragmentary cross-sectional view taken along line IV-IV of FIG. 1 ;
  • FIG. 5 is a perspective view of a display unit shown in FIG. 1 ;
  • FIG. 6 is a block diagram showing the electric configuration of a control apparatus of the assisted bicycle
  • FIGS. 7A through 7C are diagrams showing decision maps stored in a decision map storage area of a storage unit, FIG. 7A showing a low charging decision map, FIG. 7B a normal decision map, and FIG. 7C a high charging decision map;
  • FIG. 8 is a diagram showing charged states of a battery at the time the low charging decision map, the normal decision map, and the high charging decision map are selected by a decision map selector;
  • FIGS. 9A and 9B are diagrams showing ⁇ V integrated value correction maps stored in an integration value correction map storage area of the storage unit, FIG. 9A showing a ⁇ V integration value correction map and FIG. 9B a + ⁇ V integration value correction map;
  • FIGS. 10A and 10B are diagrams showing ⁇ SOC correction maps stored in a ⁇ SOC correction map storage area of the storage unit, FIG. 10A showing a + ⁇ SOC correction map and FIG. 10B a ⁇ SOC correction map;
  • FIG. 11 is a flowchart of an operation sequence of an assistive control process and a regenerative control process, which are carried out by the control apparatus for the assisted bicycle;
  • FIG. 12 is a flowchart of an operation sequence of the assistive control process and the regenerative control process, which are carried out by the control apparatus for the assisted bicycle;
  • FIG. 13 is a flowchart of an operation sequence of the assistive control process and the regenerative control process, which are carried out by the control apparatus for the assisted bicycle;
  • FIG. 14 is a flowchart of an operation sequence of the assistive control process and the regenerative control process, which are carried out by the control apparatus for the assisted bicycle;
  • FIG. 15 is a diagram showing torque values T, which are detected by a pedaling force sensor while the rider is driving the assisted bicycle by pedaling;
  • FIG. 16 is a flowchart of an operation sequence performed by the control apparatus for stopping the assisted bicycle.
  • FIG. 1 is a left side elevational view of a motor-assisted bicycle (assisted bicycle) 10 .
  • the assisted bicycle 10 includes mechanisms or components that are provided symmetrically as pairs on left and right sides of the bicycle body. Those on the left side are indicated by reference numerals with a suffix “L,” and those on the right side by reference numerals with a suffix “R.”
  • the assisted bicycle 10 includes a head pipe 12 positioned in a front portion of the bicycle body, a down frame 14 extending rearwardly and downwardly from the head pipe 12 , a seat pipe 16 extending upwardly from the rear end of the down frame 14 , and a top frame 18 extending rearwardly from the head pipe 12 above the down frame 14 and connected to the seat pipe 16 .
  • a handlebar 22 is connected to the upper end of a steering shaft 20 and has a substantially intermediate portion rotatably held by the head pipe 12 .
  • a front wheel WF is rotatably supported by a pair of front fork members 24 L, 24 R disposed in the front portion of the bicycle body and extending from the front end of the steering shaft 20 .
  • the front wheel WF has a hub 26 incorporating a motor unit 28 therein and a plurality of spokes 30 joined to the outer circumferential surface of the hub 26 .
  • a pair of plates 32 L, 32 R is disposed behind the seat pipe 16 .
  • a rear wheel WR is rotatably supported by the rear ends of a pair of rear fork members 34 L, 34 R, which extend rearwardly from the plates 32 L, 32 R.
  • a pair of stays 36 L, 36 R is disposed below the top frame 18 and extends rearwardly and downwardly from the seat pipe 16 .
  • the stays 36 L, 36 R are connected to the respective rear fork members 34 L, 34 R.
  • the down frame 14 and the seat pipe 16 support a pedaling force detecting device 38 .
  • a seat 40 is mounted on the upper end of a seat post 42 , which is mounted on the seat pipe 16 , for adjusting the vertical position of the seat 40 .
  • the top frame 18 houses therein a battery 44 for energizing the motor unit 28 .
  • the battery 44 is accommodated in the top frame 18 against removal from the assisted bicycle 10 . Therefore, the battery 44 can be charged only by regenerative electric power, which is generated by the motor unit 28 . However, the battery 44 may be made removable so that it can be charged by a charger.
  • a crankshaft 48 extends transversely across the bicycle body through the pedaling force detecting device 38 and a sprocket (rear wheel drive member) 46 .
  • a crank 52 L with a pedal 50 L and a crank 52 R with a pedal 50 R are coupled to the respective opposite ends of the crankshaft 48 .
  • a pedaling torque power
  • the pedaling torque applied to the crankshaft 48 rotates the sprocket 46 .
  • the rotation of the sprocket 46 is transmitted through a chain 54 to a rear wheel sprocket 56 on the rear wheel WR, rotating the rear wheel WR.
  • the sprocket 46 , the chain 54 , and the rear wheel sprocket 56 function as a drive mechanism.
  • the front fork members 24 L, 24 R support thereon a front wheel cantilever brake 58 for stopping rotation of the front wheel WF.
  • the stays 36 L, 36 R support thereon a rear wheel cantilever brake 60 for stopping rotation of the rear wheel WR.
  • the handlebar 22 has grips 62 L, 62 R and brake levers 64 L, 64 R. When the brake lever 64 R is operated, the front wheel cantilever brake 58 is actuated. When the brake lever 64 L is operated, the rear wheel cantilever brake 60 is actuated.
  • a vehicle speed sensor (vehicle speed information detector) 66 serves to detect a vehicle speed from the rotational speed of the rear wheel WR (vehicle wheel).
  • a speedometer, not shown, for displaying the vehicle speed of the assisted bicycle 10 as detected by the vehicle speed sensor 66 and a display unit 68 are mounted on an upper portion of the handlebar 22 .
  • a headlight 70 is mounted on a front portion of the handlebar 22 .
  • the vehicle speed sensor 66 may detect a vehicle speed from the rotational speed of the front wheel WF (vehicle wheel). In such a case, the vehicle speed sensor 66 is disposed in a position where it can detect the rotational speed of the front wheel WF.
  • FIG. 2 is a cross-sectional view taken along line II-II across the pedaling force detecting device 38 shown in FIG. 1 .
  • the pedaling force detecting device 38 includes a mechanism for rotating the sprocket 46 when the rider steps on the pedals 50 L, 50 R in a direction (normal direction) to move the assisted bicycle 10 forwardly and stopping the sprocket 46 against rotation when the rider steps on the pedals 50 L, 50 R in a direction opposite to the normal direction.
  • the pedaling force detecting device 38 includes a casing 100 , a hollow torque transmitting member 102 disposed in the casing 100 and fitted over the outer circumferential surface of the crankshaft 48 , one-way clutch mechanism 104 disposed in the casing 100 between the crankshaft 48 and one side (lower side in FIG. 2 ) of the hollow torque transmitting member 102 , a driver 106 for energizing a brushless motor of the motor unit 28 , and a controller 108 for performing a PWM control process, etc. on the driver 106 .
  • the one-way clutch mechanism 104 includes a structure for transmitting the pedaling torque of the crankshaft 48 to the hollow torque transmitting member 102 , when the pedals 50 L, 50 R are stepped on in the normal direction, and preventing the pedaling torque of the crankshaft 48 from being transmitted to the hollow torque transmitting member 102 , when the pedals 50 L, 50 R are stepped on in the direction opposite to the normal direction.
  • the sprocket 46 is connected to the other side (upper side in FIG. 2 ) of the hollow torque transmitting member 102 . Specifically, the other side of the hollow torque transmitting member 102 has splines with the sprocket 46 being fitted over the splines.
  • the pedaling torque applied to the crankshaft 48 is detected by a pedaling force sensor (magnetostrictive sensor) 110 , which is relatively rotatably disposed on the hollow torque transmitting member 102 .
  • the pedaling force sensor 110 includes two detecting coils 112 , 114 and a magnetic film 116 disposed on an outer circumferential surface of the hollow torque transmitting member 102 in facing relation to the detecting coils 112 , 114 .
  • the pedaling force sensor 110 converts a change in the inductance of the detecting coils 112 , 114 , which is caused by a torsion that is generated when the hollow torque transmitting member 102 is rotated, into a voltage, and outputs the voltage to the controller 108 .
  • the hollow torque transmitting member 102 includes a first hollow member 118 , which is rotated by the pedaling torque applied from the crankshaft 48 and borne by one side thereof, with the pedaling force sensor 110 being mounted on the outer circumferential surface of the first hollow member 118 , and a second hollow member 120 fitted in the other side of the first hollow member 118 and connected to the sprocket 46 remotely from the fitting region.
  • the first hollow member 118 and the second hollow member 120 are held in abutting fitting engagement with each other in the fitting region.
  • the hollow torque transmitting member 102 includes the first hollow member 118 and the second hollow member 120 , the fitting region where they are held in abutting fitting engagement with each other is capable of reducing the adverse effect of the force of a torsion that is developed by the relationship between the force tending to lower the crankshaft 48 forwardly and downwardly at the time a strong pedaling force is applied and the force applied from the chain 54 to the sprocket 46 . Consequently, the adverse effect of the torsion generated in the pedaling force sensor 110 is reduced, thereby increasing the detecting accuracy of the pedaling force sensor 110 .
  • the first hollow member 118 includes a first engaging portion 122 engaging the crankshaft 48 at its side near the one-way clutch mechanism 104 .
  • the second hollow member 120 includes a second engaging portion 124 engaging the crankshaft 48 in the fitting region where the first hollow member 118 and the second hollow member 120 are held in abutting fitting engagement with each other, and a third engaging portion 126 engaging the crankshaft 48 in a region where the second hollow member 120 is connected to the sprocket 46 .
  • crankshaft 48 As the crankshaft 48 is supported at three positions, i.e., by the first engaging portion 122 , the second engaging portion 124 , and the third engaging portion 126 , a torsion which is developed in the hollow torque transmitting member 102 by the relationship between the force tending to lower the crankshaft 48 forwardly and downwardly and the force applied from the chain 54 to the sprocket 46 is reduced, thereby increasing the detecting accuracy of the pedaling force sensor 110 .
  • the crankshaft 48 is rotatably supported in the casing 100 by a bearing (first bearing) 128 , which is disposed outwardly of the one-way clutch mechanism 104 .
  • the hollow torque transmitting member 102 and the crankshaft 48 are rotatably supported in the casing 100 by a bearing (second bearing) 130 which is disposed in a position between the second engaging portion 124 and the third engaging portion 126 . Since the bearing 130 is disposed between the second engaging portion 124 and the third engaging portion 126 , the force applied to the crankshaft 48 is well borne by the bearing 130 through the second hollow member 120 , resulting in an increase in the detecting accuracy of the pedaling force sensor 110 .
  • the crankshaft 48 includes a thrust stop ridge 132 against which the second engaging portion 124 of the second hollow member 120 is held in abutment along a thrust direction of the crankshaft 48 .
  • the second engaging portion 124 and the thrust stop ridge 132 inhibit the hollow torque transmitting member 102 from moving in the thrust direction. Therefore, the hollow torque transmitting member 102 is prevented from being displaced in the thrust direction, resulting in an increase in the detecting accuracy of the pedaling force sensor 110 .
  • the first hollow member 118 further includes a third hollow member 134 supporting on one end thereof an outer member of the one-way clutch mechanism 104 and a fourth hollow member 136 fitting in the third hollow member 134 at its other end.
  • the second hollow member 120 is fitted in the fourth hollow member 136 on the opposite side of the region where the fourth hollow member 136 is fitted in the third hollow member 134 .
  • the pedaling force sensor 110 is disposed around the outer circumferential surface of the fourth hollow member 136 .
  • the first hollow member 118 includes the third hollow member 134 and the fourth hollow member 136 , the region where the third hollow member 134 and the fourth hollow member 136 are held in interfitting engagement with each other and the region where the fourth hollow member 136 and the second hollow member 120 are held in interfitting engagement with each other are capable of reducing the adverse effect of the force of the torsion that is developed by the relationship between the force tending to lower the crankshaft 48 forwardly and downwardly at the time a strong pedaling force is applied and the force applied from the chain 54 to the sprocket 46 . Consequently, the adverse effect of the torsion generated in the pedaling force sensor 110 is reduced, thereby increasing the detecting accuracy of the pedaling force sensor 110 .
  • the hollow torque transmitting member 102 may be constructed as a single member.
  • FIG. 3 is a cross-sectional view taken along line II-II across the pedaling force detecting device 38 shown in FIG. 1 where the hollow torque transmitting member 102 is constructed as a single member.
  • Those parts shown in FIG. 3 which are identical in structure to those shown in FIG. 2 are denoted by identical reference numerals.
  • FIG. 3 is a cross-sectional view taken along line II-II across the pedaling force detecting device 38 shown in FIG. 1 where the hollow torque transmitting member 102 is constructed as a single member.
  • FIG. 4 is a fragmentary cross-sectional view taken along line IV-IV of FIG. 1 .
  • the motor unit 28 which is incorporated in the hub 26 , is fixed to the left front fork member 24 L by an axial screw 150 L and a nut 152 L and to the right front fork member 24 R by an axial screw 150 R and a nut 152 R.
  • the axial screws 150 L, 150 R serve as a rotational axle of the front wheel WF.
  • the motor unit 28 includes a brushless motor 160 disposed in a space defined by a left case 156 and a right case 158 , and a magnetic pole sensor 162 for detecting an angular displacement of the brushless motor 160 .
  • the brushless motor 160 belongs to the background art and will not be described in detail below.
  • the brushless motor 160 includes a rotor 166 having permanent magnets 164 of N and S poles that are disposed alternately circumferentially, and a stator 168 having stator coils in U, V, W phases for generating a revolving magnetic field for rotating the rotor 166 .
  • the rotor 166 has a rotational shaft serving as a drive shaft 170 of the motor unit 28 .
  • the magnetic pole sensor 162 includes a magnet array 172 rotatable in unison with the rotational shaft of the rotor 166 and a Hall IC 174 for detecting the magnet array 172 .
  • the Hall IC 174 is held by a Hall IC housing 176 in facing relation to the magnet array 172 .
  • the magnet array 172 includes a plurality of magnets arranged along the circumferential direction of the brushless motor 160 , i.e., as many magnets as the number of the permanent magnets 164 of the rotor 166 .
  • the magnets of the magnet array 172 include magnets of N pole and magnets of S pole which are arranged alternately.
  • the Hall IC housing 176 is mounted in the left case 156
  • the brushless motor 160 is mounted in the right case 158 .
  • the drive shaft 170 of the motor unit 28 is connected to a first drive gear 178 , which is held in driving mesh with a first driven gear 182 mounted on a gear shaft 180 , which is rotatably supported on the right case 158 . Therefore, rotation of the first drive gear 178 is transmitted to the first driven gear 182 .
  • the gear shaft 180 also supports thereon a second drive gear 184 . When the drive shaft 170 is rotated, the first driven gear 182 is rotated, rotating the gear shaft 180 . The rotation of the gear shaft 180 causes the second drive gear 184 to rotate.
  • the hub 26 is rotatably supported on the motor unit 28 by a bearing 186 mounted on the left case 156 and a bearing 188 mounted on the right case 158 . The hub 26 can thus rotate about the axial screws 150 L, 150 R, making the front wheel WF rotatable.
  • the hub 26 includes a left hub plate 190 and a right hub plate 194 fastened to the left hub plate 190 by screws 192 .
  • the bearing 186 is disposed between the left hub plate 190 and the left case 156
  • the bearing 188 is disposed between the right hub plate 194 and the right case 158 .
  • the right hub plate 194 includes a second driven gear 196 held in mesh with the second drive gear 184 . Therefore, drive power from the motor unit 28 is transmitted through the first drive gear 178 , the first driven gear 182 , the second drive gear 184 , and the second driven gear 196 to the hub 26 , rotating the hub 26 . Consequently, the front wheel WF is rotated by the drive power from the motor unit 28 .
  • the controller 108 performs a PWM control process on the driver 106 to enable the brushless motor 160 to generate an assistive torque, which is determined by an assistance ratio depending on the pedaling torque applied to the crankshaft 48 , and the vehicle speed of the assisted bicycle 10 .
  • the driver 106 includes a plurality of switching elements in a plurality of phases (U, V, W phases in the present embodiment).
  • the controller 108 selectively turns on and off the switching elements in the U, V, W phases at a predetermined duty ratio to perform the PWM control process on the driver 106 .
  • the driver 106 converts a direct current from the battery 44 into three-phase alternating currents, which are supplied to the stator coils in U, V, W phases of the brushless motor 160 to rotate the drive shaft 170 .
  • the controller 108 performs the PWM control process on the driver 106 to convert the three-phase alternating currents into a direct current.
  • the direct current is supplied to charge the battery 44 . In this manner, electric energy is regenerated and supplied to charge the battery 44 .
  • the controller 108 includes a clock circuit and also functions as a timer.
  • FIG. 5 is a perspective view of the display unit 68 .
  • the display unit 68 includes a slot (medium mounting unit) 202 for mounting a memory card (medium) 200 therein, an eject button 204 for mechanically ejecting the mounted memory card 200 from the slot 202 , and a power switch 206 .
  • the display unit 68 also includes an assistance/regeneration display area 208 for displaying whether the assisted bicycle 10 is presently assisted or regenerating electric power to charge the battery 44 , a mode display area 210 for displaying a present mode, a memory display area 212 for displaying whether the memory card 200 is mounted or not, a headlight display area 214 for displaying whether the headlight 70 of the assisted bicycle 10 is energized or not, and a battery level display area 216 for displaying the present stored energy level of the battery 44 .
  • an assistance/regeneration display area 208 for displaying whether the assisted bicycle 10 is presently assisted or regenerating electric power to charge the battery 44
  • a mode display area 210 for displaying a present mode
  • a memory display area 212 for displaying whether the memory card 200 is mounted or not
  • a headlight display area 214 for displaying whether the headlight 70 of the assisted bicycle 10 is energized or not
  • a battery level display area 216 for displaying the present stored energy level of the battery 44 .
  • the power switch 206 serves to turn on the power supply of the assistive bicycle 10 .
  • the display unit 68 includes a light-emitting element, not shown, for illuminating the power switch 206 when the power switch 206 is turned on.
  • the assistance/regeneration display area 208 serves to display whether the assisted bicycle 10 is presently assisted or regenerating electric power to charge the battery 44 , and also to indicate the degree to which the assistive bicycle 10 is assisted and the battery 44 is charged with regenerated electric energy.
  • the assistance/regeneration display area 208 includes a plurality of light-emitting areas 220 ( 220 a , 220 b ) arranged in a vertical array.
  • the upper half light-emitting areas 220 a (three light-emitting areas) above a central line 218 are areas for indicating that the assisted bicycle 10 is presently assisted, and the lower half light-emitting areas 220 b (three light-emitting areas) below the central line 218 are areas for indicating that the assisted bicycle 10 is presently regenerating electric power to charge the battery 44 .
  • the upper half light-emitting areas 220 a are selectively lighted depending on the degree to which the assistive bicycle 10 is assisted, and the lower half light-emitting areas 220 b are selectively lighted depending on the degree to which the battery 44 is charged with regenerated electric energy.
  • the three upper half light-emitting areas 220 a display the degree to which the assistive bicycle 10 is assisted in three levels. If the degree to which the assistive bicycle 10 is assisted (the amount of electric energy discharged from the battery 44 ) is in level 1 (lowest), the light-emitting area 220 a which is closest to the central line 218 is lighted. If the degree to which the assistive bicycle 10 is assisted is in level 3 (highest), then all the light-emitting areas 220 a are lighted.
  • the three lower half light-emitting areas 220 b display the degree to which the battery 44 is charged with regenerated electric energy in three levels.
  • the degree to which the battery 44 is charged with regenerated electric energy (the amount of electric energy supplied to charge the battery 44 ) is in level 1 (lowest), then the light-emitting area 220 b which is closest to the central line 218 is lighted. If the degree to which the battery 44 is charged with regenerated electric energy is in level 3 (highest), then all the light-emitting areas 220 b are lighted.
  • the degree to which the assistive bicycle 10 is assisted is higher in proportion to the control quantity of an assistive control process to be performed on the assisted bicycle 10 , and the degree to which the battery 44 is charged with regenerated electric energy is higher in proportion to the control quantity of a regenerative control process to be performed on the assisted bicycle 10 .
  • the mode display area 210 serves to display a presently set mode.
  • the mode display area 210 includes three modes “POWER,” “AUTO,” “ECO” which are indicated in the mode display area 210 , and light-emitting areas 222 on the left side of the indicated modes, each for displaying a presently set mode. For example, if the light-emitting area 222 on the left side of the indicated mode “POWER” is lighted, then it shows that the presently set mode is the “POWER” mode. If the light-emitting area 222 on the left side of the indicated mode “ECO” is lighted, then it shows that the presently set mode is the “ECO” mode.
  • the mode display area 210 also includes a mode changer switch 224 for changing modes to be set.
  • the rider of the assisted bicycle 10 can change modes to be set by operating the mode changer switch 224 .
  • the “POWER” mode is a mode for increasing assistive power.
  • the “ECO” mode is a mode for increasing electric energy to charge the battery 44 .
  • the “AUTO” mode is a mode for automatically increasing assistive power or increasing electric energy to charge the battery 44 depending on the running conditions of the assisted bicycle 10 .
  • the memory display area 212 is lighted when the memory card 200 is mounted in the slot 202 .
  • the headlight display area 214 is lighted when the headlight 70 is energized.
  • the battery level display area 216 serves to display the present remaining stored energy level of the battery 44 .
  • the display areas and the light-emitting areas are lighted when light-emitting elements (e.g., LEDs) or the like combined therewith are energized.
  • the display unit 68 includes those light-emitting elements and a driver (not shown) for energizing the light-emitting elements. The driver is controlled by the controller 108 .
  • FIG. 6 is a block diagram showing the electric configuration of a control apparatus 250 of the assisted bicycle 10 .
  • the control apparatus 250 includes the pedaling force sensor 110 , the vehicle speed sensor 66 , the controller 108 , and a storage unit 252 .
  • the controller 108 includes a state-of-charge detector 260 , a decision map selector 262 , a mode determiner 264 , a ⁇ V processor 266 , a ⁇ V integrator 268 , an assistive controller 270 , a regenerative controller 272 , a ⁇ SOC calculator 274 , a control quantity corrector 276 , an assistive transient controller 278 , a transient coefficient setting section 280 , and a crankshaft rotational speed detector 282 .
  • the controller 108 includes a computer (information processor) such as a CPU or the like, which executes given programs to function as the controller 108 .
  • the programs may be stored in the storage unit 252 or may be stored in a recording
  • the storage unit 252 includes at least a decision map storage area 290 storing a plurality of decision maps (decision means) therein, an integrated value correction map storage area 292 storing ⁇ V integrated value correction maps therein, a ⁇ SOC correction map storage area 294 storing ⁇ SOC correction maps therein, and a ⁇ SOC correction coefficient storage area 296 storing ⁇ SOC correction coefficients for the assistive control process and the regenerative control process.
  • the state-of-charge detector 260 detects the present SOC (State Of Charge) of the battery 44 , i.e., the remaining stored energy level of the battery 44 .
  • the battery 44 is combined with a voltage sensor and a current sensor, not shown.
  • the state-of-charge detector 260 detects the present SOC of the battery 44 based on a voltage across the battery 44 which is detected by the voltage sensor and a current flowing through the battery 44 which is detected by the current sensor.
  • the decision map selector 262 selects a decision map to be used from the decision maps stored in the storage unit 252 based on the SOC detected by the state-of-charge detector 260 .
  • Each of the decision maps stored in the storage unit 252 determines whether the assistive mode or the regenerative mode is to be carried out based on the torque value T of a pedaling torque and the vehicle speed information value V indicating the vehicle speed of the assisted bicycle 10 , and also indicate control quantities of the assistive mode and the regenerative mode.
  • the control apparatus 250 When the control apparatus 250 is in the assistive mode, it performs the assistive control process on the assisted bicycle 10 .
  • the control apparatus 250 When the control apparatus 250 is in the regenerative mode, it performs the regenerative control process on the assisted bicycle 10 .
  • FIGS. 7A through 7C are diagrams showing the decision maps stored in the decision map storage area 290 of the storage unit 252 .
  • FIG. 7A shows a low charge decision map
  • FIG. 7B a normal decision map
  • FIG. 7C a high charge decision map.
  • Each of the decision maps has a horizontal axis representative of torque values T and a vertical axis representative of vehicle speed information values V.
  • FIG. 8 is a diagram showing states of charge of the battery 44 at the time the low charge decision map, the normal decision map, and the high charge decision map are selected by the decision map selector 262 .
  • the low charge decision map is a decision map used when the SOC of the battery 44 is of a low charge level.
  • the high charge decision map is a decision map used when the SOC of the battery 44 is of a high charge level.
  • the normal decision map is a decision map used when the SOC of the battery 44 is of a normal charge level (other than a low charge level or a high charge level).
  • the low charge decision map is a decision map for performing a control process with more emphasis on the regenerative control process (a control process for switching between the assistive control process and the regenerative control process with a higher rate for the regenerative control process).
  • the high charge decision map is a decision map for performing a control process with more emphasis on the assistive control process (a control process for switching between the assistive control process and the regenerative control process with a higher rate for the assistive control process).
  • the normal decision map is a decision map for performing a normal control process (a control process for switching between the assistive control process and the regenerative control process).
  • the decision map selector 262 selects the low charge decision map if the SOC of the battery 44 becomes lower than a first level (e.g., 20%) when the selected decision map is the normal decision map.
  • the decision map selector 262 selects the normal decision map if the SOC of the battery 44 becomes higher than a second level (e.g., 40%) when the selected decision map is the low charge decision map.
  • the decision map selector 262 selects the high charge decision map if the SOC of the battery 44 becomes higher than a third level (e.g., 110%) when the selected decision map is the normal decision map.
  • the decision map selector 262 selects the normal decision map if the SOC of the battery 44 becomes lower than a fourth level (e.g., 90%) when the selected decision map is the high charge decision map.
  • the assistive control process and the regenerative control process are performed so that the SOC of the battery 44 will stay within a control target range (e.g., between 60% and 70%).
  • the control target range is stored in the storage unit 252 .
  • the first level and the third level are set to levels that are different from the control target range by identical differences, and the second level and the fourth levels are set to essentially medium levels of the differences.
  • control process with more emphasis on the regenerative control process and the control process with more emphasis on the assistive control process are selected at similar timings with respect to the directions in which the SOC of the battery 44 increases and decreases (20% through 110%) from the control target range, so that the assistive control process and the regenerative control process will be performed without allowing the rider of the assisted bicycle 10 to feel strange about the recognition of the SOC of the battery 44 .
  • the second level and the fourth levels are at intermediate positions between the control target range and the first level and the third level, respectively, the frequency of switching between the control process with more emphasis on the regenerative control process and the normal control process, and the frequency of switching between the control process with more emphasis on the assistive control process and the normal control process are reduced, the remaining stored energy level of the battery 44 reaches the control target range equally from those levels.
  • the decision maps are maps determined for performing the assistive mode, if the torque value T is greater than a predetermined level (threshold), and performing the regenerative mode, if the torque value T is equal to or smaller than the predetermined level.
  • the decision maps are maps determined for performing the assistive mode, if the torque value T is greater than the predetermined level or the vehicle speed information value V is greater than a predetermined speed value, and performing the regenerative mode, if the torque value T is equal to or smaller than the predetermined level or the vehicle speed information value V is equal to or smaller than the predetermined speed value.
  • the predetermined level and the predetermined speed value are different for the low charge decision map, the normal decision map, and the high charge decision map.
  • the predetermined level and the predetermined speed value for the low charge decision map are highest, and the predetermined level and the predetermined speed value for the high charge decision map are lowest. Therefore, as the SOC of the battery 44 is lower, the regenerative mode is more likely to be performed.
  • the predetermined level and the predetermined speed value for the high charge decision map are nil (0). Therefore, the high charge decision map is a map determined for performing the assistive mode in a full range of torque values T and vehicle speed information values V. The high charge decision map is thus effective to protect the battery 44 from being overcharged, and allows the rider of the assisted bicycle 10 to recognize that the battery 44 is fully charged from experiencing a driving feeling.
  • the predetermined speed value for the low charge decision map is set to a speed value (e.g., 100 km/h) that cannot be reached by the assisted bicycle 10 .
  • the normal decision map is determined for performing the regenerative mode, if the torque value T is equal to or smaller than a first predetermined value, i.e., a predetermined level, and the vehicle speed information value V is equal to or smaller than a second predetermined value, i.e., a predetermined speed value, and performing the assistive mode, if the torque value T is greater than the first predetermined value and the vehicle speed information value V is greater than the second predetermined value. Since the assistive mode is performed when the vehicle speed is high and the pedaling force is large, and the regenerative mode is performed otherwise, the SOC of the battery 44 is highly likely to be kept within a proper range, and the battery 44 may not be or may be less frequently charged by a separate battery charger.
  • the low charge decision map is determined for performing the assistive mode, if the torque value T is greater than a third predetermined value, i.e., a predetermined level, and performing the regenerative mode. if the torque value T is equal to or smaller than the third predetermined value.
  • the third predetermined value is greater than the first predetermined value. Therefore, the low charge decision map is effective to protect the battery 44 from being overcharged, and allows the rider of the assisted bicycle 10 to recognize that the SOC of the battery 44 is low from experiencing a driving feeling.
  • the predetermined speed value for the low charge decision map is a speed value that cannot be reached by the assisted bicycle 10 , there is no need to take into account the vehicle speed information value V for the low charge decision map.
  • the decision map selector 262 thus selectively switches between the decision maps depending on the SOC of the battery 44 for thereby changing the predetermined level and the predetermined speed value.
  • the decision maps also store control quantities (duty ratios) of the assistive control process and the regenerative control process depending on the torque value T and the vehicle speed information value V. For example, if the torque value T is greater than the first predetermined value and the vehicle speed information value V is greater than the second predetermined value in the normal decision map, then the normal decision map stores a control quantity of the assistive control process depending on the torque value T and the vehicle speed information value V. If the torque value T is equal to or smaller than the first predetermined value and the vehicle speed information value V is equal to or smaller than the second predetermined value in the normal decision map, then the normal decision map stores a control quantity of the regenerative control process depending on the torque value T and the vehicle speed information value V.
  • control quantities duty ratios
  • the assistive control process and the regenerative control process are selected, and control quantities of the assistive control process and the regenerative control process are determined using the decision maps where the control quantities of the assistive control process and the regenerative control process depend on torque value T and the vehicle speed information value V, the assistive control process and the regenerative control process can be selected and control quantities of the assistive control process and the regenerative control process can be determined appropriately and simply.
  • the mode determiner 264 determines a mode to be performed from the decision map selected by the decision map selector 262 , using the torque value T of the pedaling torque, which is detected by the pedaling force sensor 110 and the vehicle speed information value (vehicle speed) V of the assisted bicycle 10 , which is detected by the vehicle speed sensor 66 .
  • the vehicle speed sensor 66 detects the vehicle speed information value V of the assisted bicycle 10 .
  • any sensor capable of detecting information representative of the vehicle speed may be employed instead of the vehicle speed sensor 66 .
  • the vehicle speed sensor 66 may be replaced with a crankshaft rotational speed sensor (vehicle speed information detector) for detecting the rotational speed (vehicle speed information value V) of the crankshaft 48 , and the vehicle speed of the assisted bicycle 10 is determined from the rotational speed of the crankshaft 48 .
  • a crankshaft rotational speed sensor vehicle speed information detector
  • the mode determiner 264 determines that an assistive transient mode is to be performed.
  • the assistive transient mode is a special mode for temporarily performing the assistive control process when the regenerative mode is to be performed under ordinary circumstances.
  • the ⁇ V processor 266 calculates the difference ⁇ V (change) between a previous vehicle speed information value V (which is a given period before the present time) detected by the vehicle speed sensor 66 and a present vehicle speed information value V. Specifically, the ⁇ V processor 266 calculates the difference ⁇ V by subtracting the previous vehicle speed information value V from the present vehicle speed information value V. If the assisted bicycle 10 is accelerated, then the difference ⁇ V is a positive value, and if the assisted bicycle 10 is decelerated, then the difference ⁇ V is a negative value.
  • the ⁇ V integrator 268 integrates positive and negative differences ⁇ V, which have been calculated by the ⁇ V processor 266 .
  • the ⁇ V integrator 268 integrates differences ⁇ V according to their signs. Specifically, the ⁇ V integrator 268 integrates positive differences ⁇ V together and integrates negative differences ⁇ V together, but does not integrate positive and negative differences ⁇ V together.
  • the assistive controller 270 energizes the brushless motor 160 to perform the assistive control process. Specifically, the assistive controller 270 acquires a control quantity depending on the torque value T detected by the pedaling force sensor 110 and the vehicle speed information value V detected by the vehicle speed sensor 66 , from the decision map selected by the decision map selector 262 , and performs the PWM control process on the driver 106 based on the acquired control quantity (duty ratio) for thereby performing the assistive control process. As the control quantity of the assistive control process increases, the assistive ratio also increases, and as the control quantity of the assistive control process decreases, the assistive ratio also decreases. As the assistive ratio increases, the ratio of an assistive torque generated by the brushless motor 160 to the pedaling torque increases.
  • the regenerative controller 272 energizes the brushless motor 160 to perform the regenerative control process. Specifically, the regenerative controller 272 acquires a control quantity depending on the torque value T detected by the pedaling force sensor 110 and the vehicle speed information value V detected by the vehicle speed sensor 66 , from the decision map selected by the decision map selector 262 , and performs the PWM control process on the driver 106 based on the acquired control quantity (duty ratio) for thereby performing the regenerative control process.
  • the ⁇ SOC calculator 274 calculates the difference ⁇ SOC between the SOC of the battery 44 at the time the power supply of the assisted bicycle 10 is turned on and the SOC of the battery 44 at the time the power supply of the assisted bicycle 10 is turned off in a previous cycle of use of the assisted bicycle 10 . Specifically, the ⁇ SOC calculator 274 calculates the difference ⁇ SOC by subtracting the SOC of the battery 44 at the time the assisted bicycle 10 starts to be used (when the power supply is turned on) in a precious cycle from the SOC of the battery 44 at the time the assisted bicycle 10 ends to be used (when the power supply is turned off) in the previous cycle.
  • the difference ⁇ SOC is illustrative of the state of the assistive control process (assisted state) and the state of the regenerative control process (regenerated state) in the previous cycle of use of the assisted bicycle 10 .
  • the difference ⁇ SOC is illustrative of the state of discharge of the battery 44 in the assistive control process and the state of charge of the battery 44 in the regenerative control process. If the difference ⁇ SOC is of a positive value, then it indicates that the assistive control process was performed more than the regenerative control process in the previous cycle of use of the assisted bicycle 10 . If the difference ⁇ SOC is of a negative value, then it indicates that the regenerative control process was performed more than the assistive control process in the previous cycle of use of the assisted bicycle 10 .
  • the control quantity corrector 276 corrects the control quantities of the assistive control process and the regenerative control process depending on the positive and negative ⁇ V integrated values.
  • the control quantity corrector 276 corrects the control quantity of the regenerative control process into a reduced control quantity depending on the negative ⁇ V integrated value, and corrects the control quantity of the assistive control process into an increased control quantity depending on the positive ⁇ V integrated value.
  • control quantity corrector 276 acquires ⁇ V integrated value correction coefficients depending on the positive and negative ⁇ V integrated values from ⁇ V integrated value correction maps stored in the integrated value correction map storage area 292 of the storage unit 252 , and multiplies the control quantities of the assistive control process and the regenerative control process by the acquired ⁇ V integrated value correction coefficients, thereby correcting the control quantities of the assistive control process and the regenerative control process.
  • the assistive controller 270 and the regenerative controller 272 perform the assistive control process and the regenerative control process, respectively, according to the corrected control quantities.
  • the control quantity corrector 276 also corrects the control quantities of the assistive control process and the regenerative control process depending on the calculated positive and negative differences ⁇ SOC.
  • the control quantity corrector 276 corrects the control quantities of the assistive control process and the regenerative control process so as to keep the SOC of the battery 44 within the control target range (60% through 70%). If the difference ⁇ SOC is positive, then the control quantity corrector 276 corrects the control quantity of the regenerative control process into an increased control quantity and corrects the control quantity of the assistive control process into a reduced control quantity. If the difference ⁇ SOC is negative, then the control quantity corrector 276 corrects the control quantity of the regenerative control process into a reduced control quantity and corrects the control quantity of the assistive control process into an increased control quantity.
  • control quantity corrector 276 acquires ⁇ SOC correction coefficients for the assistive control process and the regenerative control process depending on the positive and negative differences ⁇ SOC from ⁇ SOC correction maps stored in the ⁇ SOC correction map storage area 294 of the storage unit 252 , and stores the acquired ⁇ SOC correction coefficients in the ⁇ SOC correction coefficient storage area 296 of the storage unit 252 .
  • the control quantity corrector 276 then multiplies the control quantities of the assistive control process and the regenerative control process by the acquired ⁇ SOC correction coefficients for the assistive control process and the regenerative control process stored in the ⁇ SOC correction coefficient storage area 296 , thereby correcting the control quantities of the assistive control process and the regenerative control process.
  • the assistive controller 270 and the regenerative controller 272 perform the assistive control process and the regenerative control process, respectively, according to the corrected control quantities.
  • the ⁇ SOC correction maps for correcting positive and negative differences ⁇ SOC include ⁇ SOC correction coefficients for correcting the control quantities of the assistive control process and the regenerative control process, so as to keep the SOC of the battery 44 within the control target range (60% through 70%).
  • FIGS. 9A and 9B are diagrams showing ⁇ V integrated value correction maps stored in the integrated value correction map storage area 292 of the storage unit 252 .
  • FIG. 9A shows a ⁇ V integrated value correction map and FIG. 9B a + ⁇ V integrated value correction map.
  • Each of FIGS. 9A and 9B has a horizontal axis representative of the absolute values of ⁇ (negative) ⁇ V integrated values or + (positive) ⁇ V integrated values, and a vertical axis representative of ⁇ V integrated value correction coefficients.
  • the ⁇ V integrated value correction map is a correction map which is used when the vehicle speed of the assisted bicycle 10 is decreasing
  • the ⁇ V integrated value correction map is a correction map which is used when the vehicle speed of the assisted bicycle 10 is increasing.
  • the ⁇ V integrated value correction map is set such that the ⁇ V integrated value correction coefficient for the regenerative control process is 1.0 until the absolute value of the ⁇ V integrated value becomes greater than a first threshold, is gradually reduced when the absolute value of the ⁇ V integrated value becomes greater than the first threshold, and is 0.6 when the absolute value of the ⁇ V integrated value becomes equal to or greater than a third threshold.
  • the ⁇ V integrated value correction map for the assistive control process is set to 1.0 regardless of the ⁇ V integrated value.
  • the + ⁇ V integrated value correction map is set such that the ⁇ V integrated value correction coefficient for the assistive control process is 1.0 until the absolute value of the + ⁇ V integrated value becomes greater than a second threshold, is gradually increased when the absolute value of the + ⁇ V integrated value becomes greater than the second threshold, and is 1.4 when the absolute value of the + ⁇ V integrated value becomes equal to or greater than a fourth threshold.
  • the ⁇ V integrated value correction map for the regenerative control process is set to 1.0 regardless of the + ⁇ V integrated value.
  • the control quantity of the regenerative control process is corrected into a reduced control quantity depending on the absolute value of the negative ⁇ V integrated value. Therefore, when the rotational speed of the pedals 50 L, 50 R is greatly reduced due to the regenerative control process, the control quantity of the regenerative control process is reduced to suppress the reduction in the rotational speed of the pedals 50 L, 50 R.
  • the control quantity of the assistive control process is corrected into an increased control quantity depending on the absolute value of the positive ⁇ V integrated value.
  • the assisted bicycle 10 is controlled in the assistive control process to quickly achieve a vehicle speed that is desired by the rider of the assisted bicycle 10 . Accordingly, it is possible to reduce variations of the rotational speed of the crankshaft 48 due to switching between the assistive control process and the regenerative control process while the crankshaft 48 is rotating, so that the rider experiences a less strange feeling.
  • FIGS. 10A and 10B are diagrams showing ⁇ SOC correction maps stored in the ⁇ SOC correction map storage area 294 of the storage unit 252 .
  • FIG. 10A shows a + ⁇ SOC correction map and FIG. 10B a ⁇ SOC correction map.
  • Each of FIGS. 10A and 10B has a horizontal representative of the absolute values of + (positive) ⁇ SOC or ⁇ (negative) ⁇ SOC, and a vertical axis representative of ⁇ SOC correction coefficients.
  • the + ⁇ SOC correction map is a correction map which is used when the calculated ⁇ SOC is positive
  • the ⁇ SOC correction map is a correction map which is used when the calculated ⁇ SOC is negative.
  • the + ⁇ SOC correction map is set such that the ⁇ SOC correction coefficient is 1.0 if the absolute value of the calculated + ⁇ SOC is equal to or smaller than a value (predetermined value) which is 5% of the SOC at the time the power supply is turned off in a precious cycle.
  • the ⁇ SOC correction coefficient is set so as to gradually increase the control quantity of the regenerative control process and gradually reduce the control quantity of the assistive control process depending on the absolute value of the + ⁇ SOC, if the absolute value of the calculated + ⁇ SOC is greater than the value which is 5% of the SOC at the time the power supply is turned off in the precious cycle.
  • the ⁇ SOC correction coefficient for the assistive control process and the ⁇ SOC correction coefficient for the regenerative control process are set so as to correspond to the absolute value of the + ⁇ SOC.
  • the ⁇ SOC correction map is set such that the ⁇ SOC correction coefficient is 1.0, if the absolute value of the calculated ⁇ SOC is equal to or smaller than a value (predetermined value) which is 5% of the SOC at the time the power supply is turned off in a precious cycle.
  • the ⁇ SOC correction coefficient is set so as to gradually reduce the control quantity of the regenerative control process and gradually increase the control quantity of the assistive control process depending on the absolute value of the ⁇ SOC, if the absolute value of the calculated ⁇ SOC is greater than the value which is 5% of the SOC at the time the power supply is turned off in the precious cycle.
  • the ⁇ SOC correction coefficient for the assistive control process and the ⁇ SOC correction coefficient for the regenerative control process are set so as to correspond to the absolute value of the ⁇ SOC.
  • the ⁇ SOC correction coefficient is limited so as not to be greater than 1.4 and not to be smaller than 0.6. If the ⁇ SOC correction coefficient becomes 1.4 or 0.6, then the ⁇ SOC correction coefficient remains to be 1.4 or 0.6, even if the absolute values of the + ⁇ SOC and the ⁇ SOC become greater.
  • the control quantities are corrected into an increased control quantity of the regenerative control process and a reduced control quantity of the assistive control process by the + ⁇ SOC correction map, thereby keeping the SOC of the battery 44 within the control target range. If the ⁇ SOC is negative, then since the regenerative control process was performed more than the assistive control process in the previous cycle of use of the assisted bicycle 10 , the control quantities are corrected into a reduced control quantity of the regenerative control process and an increased control quantity of the assistive control process by the ⁇ SOC correction map, thereby keeping the SOC of the battery 44 within the control target range.
  • the ⁇ SOC correction coefficient is prevented from varying frequently.
  • the assistive transient controller 278 energizes the brushless motor 160 to perform the assistive transient control process, if the mode determiner 264 determines an assistive transient mode as a mode to be performed.
  • the assistive transient control process is a control process for energizing the brushless motor 160 at an assistive ratio, which is lower than the assistive ratio in the assistive control process, while the crankshaft 48 is revolving a given number of times (in the present embodiment, while the crankshaft 48 is making one revolution).
  • the assistive transient controller 278 performs the assistive transient control process by performing the PWM control process on the driver 106 for a predetermined period after the peak of the pedaling torque is detected in a present cycle, with a control quantity which is calculated by multiplying the control quantity (duty ratio) of the assistive control process which was performed when the pedaling torque had a peak in the previous cycle, by a transient coefficient (a coefficient smaller than 1) to be described later.
  • the assistive transient controller 278 performs the assistive transient control process each time the crankshaft 48 makes one-half of a revolution.
  • the transient coefficient setting section 280 sets a transient coefficient to be used in the assistive transient control process.
  • the transient coefficient setting section 280 reduces a transient coefficient that is set each time the crankshaft 48 makes one-half of a revolution. For example, the transient coefficient setting section 280 initially sets a transient coefficient to 0.8, and then sets a transient coefficient to 0.3 when the crankshaft 48 makes one-half of a revolution. The assistive torque generated by the brushless motor 160 is thus reduced by the assistive transient control process each time the crankshaft 48 makes one-half of a revolution.
  • the crankshaft rotational speed detector 282 serves to detect the rotational speed of the crankshaft 48 .
  • the crankshaft rotational speed detector 282 includes a counter circuit and a count value calculator (not shown).
  • the counter circuit increments a count value in each given time (e.g., 10 msec.).
  • the count value calculator calculates count values commensurate with one-half of a revolution of the crankshaft 48 and one revolution of the crankshaft 48 from the present vehicle speed.
  • the count value calculator calculates a count value commensurate with one-half of a revolution of the crankshaft 48 and a count value commensurate with one revolution of the crankshaft 48 , from that time.
  • the crankshaft rotational speed detector 282 detects when the crankshaft 48 makes one-half of a revolution and when the crankshaft 48 makes one revolution by determining whether the count value from the counter circuit reaches the calculated count values or not.
  • step S 1 the state-of-charge state detector 260 detects the present SOC of the battery 44 (step S 1 shown in FIG. 11 ), and stores the SOC of the battery 44 upon activation in the storage unit 252 (step S 2 ).
  • step S 2 the SOC of the battery 44 , which is initially detected upon activation, is stored in the storage unit 252 .
  • the SOCs detected in second and subsequent cycles after activation are not stored in the storage unit 252 .
  • the decision map selector 262 determines whether the SOC of the battery 44 detected in step S 1 is lower than the first level (20%) or not (step S 3 ). If the decision map selector 262 determines in step S 3 that the detected SOC of the battery 44 is not lower than the first level (20%), then the decision map selector 262 determines whether the detected SOC of the battery 44 is greater than the second level (40%) or not (step S 4 ).
  • step S 4 determines whether the detected SOC of the battery 44 is not greater than the second level (40%). If the decision map selector 262 determines in step S 4 that the detected SOC of the battery 44 is not greater than the second level (40%), then the decision map selector 262 determines whether the presently selected decision map is the normal decision map or not (step S 5 ).
  • step S 3 determines in step S 3 that the detected SOC of the battery 44 is lower than the first level (20%), or if the SOC of the battery 44 is equal to or greater than the first level (20%) and equal to or lower than the second level (40%), and the decision map selector 262 determines in step S 5 that the presently selected decision map is not the normal decision map, then the decision map selector 262 selects the low charge decision map (step S 6 ). Since the low charge decision map is thus selected when the SOC of the battery 44 is low, the assistive control process and the regenerative control process can appropriately be selectively performed in a manner to match the low SOC of the battery 44 .
  • step S 4 determines whether the detected SOC of the battery 44 is greater than the second level (40%). If the decision map selector 262 determines whether the detected SOC of the battery 44 is lower than the fourth level (90%) or not (step S 7 ). If the decision map selector 262 determines in step S 7 that the detected SOC of the battery 44 is not lower than the fourth level (90%), then the decision map selector 262 determines whether the detected SOC of the battery 44 is greater than the third level (110%) or not (step S 8 ).
  • step S 8 determines whether the presently selected decision map is the normal decision map or not (step S 9 ). If the decision map selector 262 determines in step S 8 that the detected SOC of the battery 44 is greater than the third level, or if the SOC of the battery 44 is equal to or greater than the fourth level (90%) and equal to or lower than the third level (110%), and the decision map selector 262 determines in step S 9 that the presently selected decision map is not the normal decision map, then the decision map selector 262 selects the high charge decision map (step S 10 ). Since the high charge decision map is thus selected when the SOC of the battery 44 is high, the assistive control process and the regenerative control process can appropriately be selectively performed in a manner to match the high SOC of the battery 44 .
  • step S 5 If the SOC of the battery 44 is equal to or greater than the first level and equal to or lower than the second level, and the decision map selector 262 determines in step S 5 that the presently selected decision map is the normal decision map, or if the decision map selector 262 determines in step S 7 that the detected SOC of the battery 44 is lower than the fourth level, or if the SOC of the battery 44 is equal to or greater than the fourth level and equal to or lower than the third level, and the decision map selector 262 determines in step S 9 that the presently selected decision map is the normal decision map, then the decision map selector 262 selects the normal decision map (step S 11 ).
  • the decision map selector 262 selects the low charge decision map in step S 6 . Subsequently, if the SOC of the battery 44 becomes greater than the second level, which is higher than the first level, then the decision map selector 262 selects the normal decision map in step S 11 . If the SOC of the battery 44 becomes greater than the third level while the normal decision map is being presently selected, then the decision map selector 262 selects the high charge decision map in step S 10 .
  • the decision map selector 262 selects the normal decision map in step S 11 . Inasmuch as there is a hysteresis for switching between the decision maps (inasmuch as the SOC for switching from the normal decision map to the low charge decision map and the high charge decision map and the SOC for switching from the low charge decision map and the high charge decision map to the normal decision map are different from each other), it is possible to prevent frequent switching between the decision maps that are selected depending on the SOC.
  • step S 12 the pedaling force sensor 110 detects the torque value T of the pedaling torque
  • the vehicle speed sensor 66 detects the vehicle speed information value V (step S 12 ).
  • the torque value T and the vehicle speed information value V that are detected are stored in the storage unit 252 .
  • the pedaling force sensor 110 and the vehicle speed sensor 66 may periodically detect the torque value T and the vehicle speed information value V, and the controller 108 may acquire the latest torque value T and the latest vehicle speed information value V at the time of step S 12 .
  • the ⁇ V processor 266 calculates the difference ⁇ V between vehicle speed information values V (step S 13 ). Specifically, the ⁇ V processor 266 calculates the difference ⁇ V between a previous vehicle speed information value V (which is a given period before the present time) and a present vehicle speed information value V. The calculated difference ⁇ V is stored in the storage unit 252 .
  • the ⁇ V integrator 268 determines whether the positive or negative difference ⁇ V calculated in step S 13 has been inverted or not (step S 14 ). In other words, the ⁇ V integrator 268 determines whether the positive or negative sign of the previously calculated difference ⁇ V and the positive or negative sign of the presently calculated difference ⁇ V has been inverted or not.
  • step S 14 If the ⁇ V integrator 268 determines in step S 14 that the positive or negative difference ⁇ V has not been inverted, then the ⁇ V integrator 268 integrates the presently calculated difference ⁇ V (step S 15 ), and control goes to step S 21 shown in FIG. 12 . In other words, the ⁇ V integrator 268 adds the presently calculated difference ⁇ V to the ⁇ V integrated value which has already been integrated. The newly calculated ⁇ V integrated value is stored in the storage unit 252 .
  • step S 14 If the ⁇ V integrator 268 determines in step S 14 that the positive or negative difference ⁇ V has been inverted, on the other hand, then the ⁇ V integrator 268 resets the ⁇ V integrated value, which has already been integrated (step S 16 ), and control goes to step S 21 shown in FIG. 12 . If the ⁇ V integrated value is reset, then the presently calculated difference ⁇ V serves as a ⁇ V integrated value. In step S 16 , the ⁇ V integrated value stored in the storage unit 252 is deleted, and the presently calculated difference ⁇ V is stored as a ⁇ V integrated value in the storage unit 252 .
  • step S 21 the mode determiner 264 determines a mode to be performed from the latest decision map selected by the decision map selector 262 , using the torque value T of the pedaling torque and the vehicle speed information value V, which represents the vehicle speed of the assisted bicycle 10 , that are detected in step S 12 . Specifically, the mode determiner 264 determines which one of the assistive mode and the regenerative mode is to be performed, from the latest decision map selected in either one of step S 6 , step S 10 , and step S 11 .
  • the mode determiner 264 determines that the regenerative mode is to be performed when the detected torque value T is equal to or smaller than the predetermined level (the third predetermined value), and determines that the assistive mode is to be performed when the detected torque value T is greater than the predetermined level. If the high charge decision map is selected, then the mode determiner 264 determines that the assistive mode is to be performed when the torque value T is detected.
  • the mode determiner 264 determines that the assistive mode is to be performed when the detected torque value T is greater than the predetermined level (the first predetermined value) or when the vehicle speed information value V is greater than the second predetermined value, and determines that the regenerative mode is to be performed when the detected torque value T is equal to or lower than the predetermined level (the first predetermined value) and when the vehicle speed information value V is equal to or lower than the second predetermined value.
  • the assistive controller 270 sets an assistive energization timing to supply electric current to the stator coils in U, V, W phases of the brushless motor 160 depending on the angular displacement of the brushless motor 160 , which is detected by the magnetic pole sensor 162 (step S 22 ).
  • the controller 108 then performs the PWM control process on the driver 106 based on the assistive energization timing.
  • the assistive controller 270 acquires a duty ratio (control quantity) of the assistive control process from the latest decision map that is selected, using the latest torque value T and the latest vehicle speed information value V which are detected (step S 23 ).
  • control quantity corrector 276 acquires the ⁇ SOC correction coefficient for the assistive control process, which is stored in the ⁇ SOC correction coefficient storage area 296 of the storage unit 252 (step S 24 ).
  • An operation sequence for storing the ⁇ SOC correction coefficient for the assistive control process in the ⁇ SOC correction coefficient storage area 296 will be described later.
  • control quantity corrector 276 determines whether the absolute value of the latest difference ⁇ V calculated in step S 13 is greater than a predetermined value (e.g., 1 km/h) or not (step S 25 ).
  • control quantity corrector 276 determines in step S 25 that the absolute value of the difference ⁇ V is greater than the predetermined value, then the control quantity corrector 276 acquires, from the ⁇ V integrated value correction maps, ⁇ V integrated value correction coefficients for the assistive control process based on the absolute value of the ⁇ V integrated value presently stored in the storage unit 252 (the ⁇ V integrated value calculated and stored in step S 15 shown in FIG. 11 or the ⁇ V integrated value stored in step S 16 shown in FIG. 11 ) (step S 26 ).
  • the control quantity corrector 276 acquires, from the ⁇ V integrated value correction map, a ⁇ V integrated value correction coefficient for the assistive control process, which corresponds to the absolute value of the negative ( ⁇ ) ⁇ V integrated value stored in the storage unit 252 . If the ⁇ V integrated value is positive, then the control quantity corrector 276 acquires, from the + ⁇ V integrated value correction map, a ⁇ V integrated value correction coefficient for the assistive control process, which corresponds to the absolute value of the positive (+) ⁇ V integrated value stored in the storage unit 252 .
  • the control quantity corrector 276 corrects the duty ratio of the assistive control process acquired in step S 23 , using the ⁇ SOC correction coefficient for the assistive control process that was acquired in step S 24 , and the ⁇ V integrated value correction coefficient for the assistive control process that was acquired in step S 26 , and sets the corrected duty ratio as the duty ratio of the assistive control process (step S 27 ), after which control goes to step S 29 .
  • the control quantity corrector 276 corrects the duty ratio of the assistive control process by multiplying the duty ratio of the assistive control process acquired in step S 23 by the ⁇ SOC correction coefficient for the assistive control process that was acquired in step S 24 and the ⁇ V integrated value correction coefficient for the assistive control process that was acquired in step S 26 .
  • step S 25 If the control quantity corrector 276 determines in step S 25 that the absolute value of the difference ⁇ V is not greater than the predetermined value, then the control quantity corrector 276 corrects and sets the duty ratio of the assistive control process acquired in step S 23 , using the ⁇ SOC correction coefficient for the assistive control process that was acquired in step S 24 (step S 28 ), after which control goes to step S 29 .
  • the duty ratio of the assistive control process is not corrected by the ⁇ V integrated value correction coefficient.
  • the + ⁇ V integrated value correction map shown in FIG. 9B when the ⁇ V integrated value is positive (when the assistive bicycle 10 is accelerated), since the ⁇ V integrated value correction coefficient for the assistive control process becomes greater than 1.0 as the absolute value of the ⁇ V integrated value is greater than the second threshold, the duty ratio of the assistive control process is corrected into an increased duty ratio.
  • the increased duty ratio of the assistive control process increases the assistive ratio, resulting in an increase in the ratio of the assistive torque to the pedaling torque.
  • the duty ratio is not corrected, because, if the absolute value of the + ⁇ V integrated value is not greater than the second threshold, it is uncertain if the rider of the assisted bicycle 10 is stepping on the pedals 50 L, 50 R in order to accelerate the bicycle 10 or not, and hence the assistive ratio is prevented from increasing against the intention of the rider.
  • step S 25 the control quantity corrector 276 determines whether the absolute value of the difference ⁇ V is greater than the predetermined value. If the absolute value of the difference ⁇ V is not greater than the predetermined value, then the duty ratio is not corrected based on the ⁇ V integrated value correction coefficient, because, if the absolute value of the difference ⁇ V is equal to or smaller than the predetermined value, the vehicle speed is subject to small variations, and the drivability of the assisted bicycle 10 is lowered, if the duty ratio is corrected when the vehicle speed is subject to small variations.
  • step S 29 the assistive controller 270 performs the PWM control process on the driver 106 with the set duty ratio. At this time, the assistive controller 270 performs the PWM control process on the driver 106 based on the assistive energization timing set in step S 22 . According to the PWM control process, the DC electric power supplied from the battery 44 is converted by the driver 106 into three-phase AC electric power, which is supplied to the brushless motor 160 to energize the brushless motor 160 .
  • the assistive controller 270 determines whether a peak of the torque value T detected by the pedaling force sensor 110 is detected or not (step S 30 ).
  • a peak of the torque value T can be detected by determining whether the torque value T detected in a present cycle is smaller than the torque value T detected in a previous cycle when the detected torque value T is gradually increasing. If the torque value T detected in the present cycle is smaller than the torque value T detected in the previous cycle, then the torque value T detected in the previous cycle serves as a peak thereof.
  • step S 30 determines in step S 30 that a peak of the torque value T is detected
  • step S 31 the assistive controller 270 stores the set duty ratio at the peak of the pedaling torque in the storage unit 252 (step S 31 ).
  • the assistive controller 270 determines in step S 30 that no peak of the torque value T is detected, then control goes from step S 30 back to step S 1 .
  • step S 21 If the regenerative mode is determined as the mode to be performed in step S 21 , then control goes to step S 41 shown in FIG. 13 in which the mode determiner 264 determines whether a peak of the torque value T detected by the pedaling force sensor 110 is detected or not.
  • step S 41 determines whether the assistive transient mode is being presently performed or not (step S 42 ). If the mode determiner 264 determines in step S 42 that the assistive transient mode is presently performed, then control goes to step S 57 shown in FIG. 14 .
  • the regenerative controller 272 sets a regenerative energization timing to supply electric current to the stator coils in U, V, W phases of the brushless motor 160 depending on the angular displacement of the brushless motor 160 , which is detected by the magnetic pole sensor 162 (step S 43 ).
  • the controller 108 then performs the PWM control process on the driver 106 based on the regenerative energization timing.
  • the regenerative controller 272 acquires a duty ratio of the regenerative control process from the latest decision map, which is selected, using the latest torque value T and the latest vehicle speed information value V that are detected (step S 44 ).
  • control quantity corrector 276 acquires the ⁇ SOC correction coefficient for the regenerative control process, which is stored in the ⁇ SOC correction coefficient storage area 296 of the storage unit 252 (step S 45 ).
  • An operation sequence for storing the ⁇ SOC correction coefficient for the regenerative control process in the ⁇ SOC correction coefficient storage area 296 will be described later.
  • control quantity corrector 276 determines whether the absolute value of the latest difference ⁇ V calculated in step S 13 is greater than a predetermined value (e.g., 1 km/h) or not (step S 46 ).
  • control quantity corrector 276 determines in step S 46 that the absolute value of the difference ⁇ V is greater than the predetermined value, then the control quantity corrector 276 acquires, from the ⁇ V integrated value correction maps, ⁇ V integrated value correction coefficients for the regenerative control process based on the absolute value of the ⁇ V integrated value presently stored in the storage unit 252 (the ⁇ V integrated value calculated and stored in step S 15 shown in FIG. 11 or the ⁇ V integrated value stored in step S 16 shown in FIG. 11 ) (step S 47 ).
  • the control quantity corrector 276 acquires, from the ⁇ V integrated value correction map, a ⁇ V integrated value correction coefficient for the regenerative control process, which corresponds to the absolute value of the negative ( ⁇ ) ⁇ V integrated value stored in the storage unit 252 . If the ⁇ V integrated value is positive, then the control quantity corrector 276 acquires, from the + ⁇ V integrated value correction map, a ⁇ V integrated value correction coefficient for the regenerative control process, which corresponds to the absolute value of the positive (+) ⁇ V integrated value stored in the storage unit 252 .
  • control quantity corrector 276 corrects the duty ratio of the regenerative control process acquired in step S 44 , using the ⁇ SOC correction coefficient for the regenerative control process that was acquired in step S 45 and the ⁇ V integrated value correction coefficient for the regenerative control process that was acquired in step S 47 , and sets the corrected duty ratio as the duty ratio of the regenerative control process (step S 48 ), after which control goes to step S 50 .
  • the control quantity corrector 276 corrects the duty ratio of the regenerative control process by multiplying the duty ratio of the regenerative control process acquired in step S 44 by the ⁇ SOC correction coefficient for the regenerative control process that was acquired in step S 45 and the ⁇ V integrated value correction coefficient for the regenerative control process that was acquired in step S 47 .
  • step S 46 determines in step S 46 that the absolute value of the difference ⁇ V is not greater than the predetermined value
  • the control quantity corrector 276 corrects and sets the duty ratio of the regenerative control process acquired in step S 44 , using the ⁇ SOC correction coefficient for the regenerative control process that was acquired in step S 45 (step S 49 ), after which control goes to step S 50 .
  • the control quantity corrector 276 corrects the duty ratio of the regenerative control process by multiplying the duty ratio of the regenerative control process acquired in step S 44 by the ⁇ SOC correction coefficient for the regenerative control process that was acquired in step S 45 .
  • step S 46 the control quantity corrector 276 determines whether the absolute value of the difference ⁇ V is greater than the predetermined value. If the absolute value of the difference ⁇ V is not greater than the predetermined value, then the duty ratio is not corrected based on the ⁇ V integrated value correction coefficient, because, if the absolute value of the difference ⁇ V is equal to or smaller than the predetermined value, the vehicle speed is subject to small variations, and the drivability of the assisted bicycle 10 is lowered, if the duty ratio is corrected when the vehicle speed is subject to small variations.
  • the duty ratio of the regenerative control process is corrected into a reduced duty ratio. Even when the rotational speed of the pedals 50 L, 50 R is reduced by a regenerative braking force generated in the regenerative control process, the control quantity of the regenerative control process is reduced to prevent the rotational speed of the pedals 50 L, 50 R from being reduced.
  • the + ⁇ V integrated value correction map shown in FIG. 9A As indicated by the + ⁇ V integrated value correction map shown in FIG.
  • the duty ratio of the regenerative control process is not corrected by the ⁇ V integrated value correction coefficient. If the absolute value of the ⁇ V integrated value is not greater than the first threshold, then the duty ratio is not corrected, because, if the absolute value of the ⁇ V integrated value is not greater than the first threshold, it is uncertain if the rotational speed of the pedals 50 L, 50 R is reduced or not, and hence the amount of regenerated electric power supplied to charge the battery 44 is prevented from being reduced.
  • step S 50 the regenerative controller 272 performs the PWM control process on the driver 106 with the set duty ratio. Then, control goes back to step S 1 shown in FIG. 11 . At this time, the regenerative controller 272 performs the PWM control process on the driver 106 based on the regenerative energization timing set in step S 43 . According to the PWM control process, the three-phase AC electric power generated by the brushless motor 160 is converted by the driver 106 into DC electric power, which is supplied to the battery 44 .
  • step S 41 If the regenerative mode is determined as the mode to be performed and a peak of the torque value T of the pedaling torque is detected in step S 41 shown in FIG. 13 , then control goes to step S 51 shown in FIG. 14 in which the mode determiner 264 determines whether the assistive control process was performed at the time the torque value T had its peak in the previous cycle or not.
  • step S 51 determines in step S 51 that the assistive control process was not performed at the time the torque value T had its peak in the previous cycle, i.e., if the mode determiner 264 determines that the regenerative control process or the assistive transient control process was performed at the time the torque value T had its peak in the previous cycle, then control goes back to step S 42 shown in FIG. 13 . If the mode determiner 264 determines that the assistive control process was performed, then control goes to step S 52 in which the mode determiner 264 determines the assistive transient mode as the mode to be performed. Then, the transient coefficient setting section 280 sets a transient coefficient of 1.0 or smaller (0.8 in the present embodiment) (step S 53 ).
  • the assistive transient controller 278 reads the duty ratio of the assistive control process, which was performed when the torque value T had its peak in the previous cycle, from the storage unit 252 (step S 54 ), and corrects the read duty ratio of the assistive control process with the transient coefficient set in step S 53 (step S 55 ). Specifically, the assistive transient controller 278 corrects the duty ratio of the assistive control process by multiplying the duty ratio by the set transient coefficient.
  • the assistive transient controller 278 performs the PWM control process on the driver 106 with the corrected duty ratio for a predetermined period (step S 56 ), after which control goes to step S 57 .
  • the assistive transient controller 278 may set an assistive transient energization timing and may performs the PWM control process based on the assistive transient energization timing.
  • the driver 106 converts a direct current from the battery 44 into three-phase alternating current, which are supplied to the brushless motor 160 to energize the brushless motor 160 .
  • step S 57 the crankshaft rotational speed detector 282 increments the count value. Specifically, the crankshaft rotational speed detector 282 increments the count value in each given time. If the given time (e.g., 10 msec.) has not elapsed from the time the crankshaft rotational speed detector 282 incremented the count value in the previous cycle, the crankshaft rotational speed detector 282 does not increment the count value and waits until the given time has elapsed.
  • the given time e.g. 10 msec.
  • the crankshaft rotational speed detector 282 determines whether the present time is the time at which the crankshaft 48 has made one-half of a revolution or not based on the present count value (step S 58 ). If the crankshaft rotational speed detector 282 determines in step S 58 that whether the present time is not the time at which the crankshaft 48 has made one-half of a revolution, then the crankshaft rotational speed detector 282 determines whether the present time is the time at which the crankshaft 48 has made one revolution or not (step S 59 ). If the crankshaft rotational speed detector 282 determines in step S 59 that whether the present time is not the time at which the crankshaft 48 has made one revolution, then control goes back to step S 1 shown in FIG. 11 .
  • step S 58 determines in step S 58 that whether the present time is the time at which the crankshaft 48 has made one-half of a revolution.
  • the transient coefficient setting section 280 sets a transient coefficient (0.3 in the present embodiment), which is smaller than the previously set transient coefficient (step S 60 ). Then, control goes back to step S 55 . In this manner, the duty ratio read in step S 53 is corrected with the newly set transient coefficient (0.3) (step S 55 ), and the PWM control process is performed with the newly corrected duty ratio for a predetermined period (step S 56 ).
  • step S 59 If the crankshaft rotational speed detector 282 determines in step S 59 that the crankshaft 48 has made one revolution, then the crankshaft rotational speed detector 282 resets the count value (step S 61 ), and the mode determiner 264 cancels the assistive transient mode (step S 62 ), after which control goes back to step S 1 shown in FIG. 11 . If the mode determiner 264 determines that the assistive mode is to be performed in step S 21 shown in FIG. 12 during the assistive transient mode (if a torque value T of the pedaling torque greater than the predetermined level is detected), the crankshaft rotational speed detector 282 also resets the count value, and the mode determiner 264 also cancels the assistive transient mode, after which control goes back to step S 22 shown in FIG. 22 .
  • FIG. 15 is a diagram showing torque values T that are detected by the pedaling force sensor 110 while the rider is driving the assisted bicycle 10 by stepping on the pedals 50 L, 50 R.
  • Torque values T detected by the pedaling force sensor 110 are different depending on the angular position of the crankshaft 48 (crankshaft angular position).
  • FIG. 15 has a horizontal axis representative of time and a vertical axis of torque values T.
  • the pedaling torque that is detected is represented by a waveform, which includes a peak torque value T each time the crankshaft 48 makes one-half of a revolution.
  • the predetermined level in FIG. 15 is a level used when the low charge decision map is selected as a decision map.
  • the regenerative mode is determined as the mode to be performed. Therefore, the regenerative control process is performed while the torque value T is equal to or smaller than the predetermined level.
  • the assistive mode is determined as the mode to be performed. Therefore, the assistive control process is performed while the torque value T is greater than the predetermined level.
  • the duty ratio is determined based on the torque value T and the vehicle speed information value V that are detected. The duty ratio is corrected based on the ⁇ SOC correction coefficient and the ⁇ V integrated value correction coefficient which are depending on the state of the difference ⁇ SOC and the state of the ⁇ V integrated value, and the PWM control process is performed with the corrected duty ratio.
  • the detected torque value T is gradually reduced with time, and the peak of the fourth pedaling torque is lower than the predetermined level. Therefore, the regenerative control process is performed when the peak of the fourth pedaling torque is detected. Up to the fourth pedaling torque, however, the assistive control process and the regenerative control process are alternately performed such that the regenerative control process is performed in the vicinity of the minimum torque value T and the assistive control process is performed in the vicinity of the maximum torque value T.
  • the pedals 50 L, 50 R become abruptly sluggish, posing an increased load on the rider of the assisted bicycle 10 and making the rider experience a strange feeling.
  • This shortcoming is caused not only by the regenerative control process, which is unexpectedly performed while the assistive control process and the regenerative control process are alternately performed, but also by the regenerative control process, which is unexpectedly performed over a full range of torque values T from the minimum torque value T to the maximum torque value T while the assistive control process is performed over a full range of torque values T from the minimum torque value T to the maximum torque value T.
  • the assistive transient control process which is a special assistive control process with a reduced assistive ratio, is performed while the crankshaft 48 is making a predetermined number of revolutions (one revolution in the present embodiment).
  • the PWM control process is performed for a predetermined period on the driver 106 with a duty ratio which is calculated by multiplying the control quantity (duty ratio) of the assistive control process at the peak of the torque value T detected in the previous cycle by a transient coefficient less than 1 (0.8 in the present embodiment).
  • a duty ratio which is calculated by multiplying the control quantity (duty ratio) of the assistive control process at the peak of the torque value T detected in the previous cycle by a transient coefficient less than 1 (0.8 in the present embodiment).
  • the PWM control process is performed on the driver 106 with a duty ratio, which is calculated by multiplying the control quantity of the assistive control process by a transient coefficient, which is much less than the previous transient coefficient (0.3 in the present embodiment).
  • the assistive transient mode is canceled. If the torque value T of the pedaling torque is equal to or smaller than the predetermined level, then the regenerative mode is performed.
  • step S 71 An operation sequence of the control apparatus 250 for stopping the assisted bicycle 10 will be described below with reference to a flowchart shown in FIG. 16 .
  • the state-of-charge detector 260 stores the SOC of the battery 44 , which was detected immediately before the power switch 206 is turned off, in the storage unit 252 (step S 71 ).
  • the ⁇ SOC calculator 274 calculates the difference ⁇ SOC between the SOC of the battery 44 , stored in the storage unit 252 , at the time the control apparatus 250 is activated, i.e., at the time the assisted bicycle 10 starts to be used, (the SOC stored in step S 2 shown in FIG. 11 ), and the SOC of the battery 44 at the time the control apparatus 250 is inactivated, i.e., at the time the assisted bicycle 10 ends to be used (step S 72 ).
  • the control quantity corrector 276 acquires ⁇ SOC correction coefficients from ⁇ SOC correction maps and stores them in the ⁇ SOC correction coefficient storage area 296 of the storage unit 252 (step S 73 ). If the difference ⁇ SOC is positive, then the control quantity corrector 276 acquires, from the + ⁇ SOC correction map, the ⁇ SOC correction coefficient for the assistive control process and the ⁇ SOC correction coefficient for the regenerative control process, which correspond to the absolute value of the calculated + ⁇ SOC, and stores the acquired ⁇ SOC correction coefficients in the storage unit 252 .
  • the control quantity corrector 276 acquires, from the ⁇ SOC correction map, the ⁇ SOC correction coefficient for the assistive control process and the ⁇ SOC correction coefficient for the regenerative control process, which correspond to the absolute value of the calculated ⁇ SOC, and stores the acquired ⁇ SOC correction coefficients in the storage unit 252 .
  • the difference ⁇ SOC makes it possible to recognize the assisted state and the regenerated state in a single event of use of the assisted bicycle 10 . Specifically, if the difference ⁇ SOC is positive, then it is recognized that the assistive control process is performed more than the regenerative control process, and the difference ⁇ SOC is negative, then it is recognized that the regenerative control process is performed more than the assistive control process.
  • the controller 108 shuts down the control apparatus 250 of the assisted bicycle 10 (step S 74 ).
  • the ⁇ SOC correction coefficients for the assistive control process and the regenerative control process, which are stored in the storage unit 252 will be used to correct the control quantities of the assistive control process and the regenerative control process in a next event of use of the assisted bicycle 10 .
  • the pedaling torque at an angular position of the crankshaft 48 is detected, and the assistive control process and the regenerative control process are selectively performed depending on the torque value T of the pedaling torque, i.e., depending on whether or not the torque value T is equal to or smaller than the predetermined level. Therefore, the regenerative control process is performed more frequently to increase the frequency at which the battery 44 is charged, thereby making the battery 44 effective for a longer time.
  • control quantities of the assistive control process and the regenerative control process are corrected using the ⁇ V integrated value correction coefficient depending on a change in the vehicle speed information value V, which represents the vehicle speed of the assisted bicycle 10 , variations in the rotational speed of the crankshaft 48 due to switching between the assistive control process and the regenerative control process during the rotation of the crankshaft 48 are reduced to make the rider of the assisted bicycle 10 experience a less strange feeling.
  • the control quantity of the regenerative control process is reduced to minimize the reduction in the rotational speed of the crankshaft 48
  • the control quantity of the assistive control process is increased to perform the assistive control process for quickly achieving a vehicle speed desired by the rider, thereby to minimize the increase in the rotational speed of the crankshaft 48 .
  • the control quantity of the regenerative control process is controlled into an increased control quantity using the + ⁇ SOC correction map, and if the value is negative, then the control quantity of the assistive control process is controlled into an increased control quantity using the ⁇ SOC correction map. Therefore, the state of charge of the battery 44 can be brought into an acceptable range, i.e., the control target range, as quickly as possible.
  • the assistive control process and the regenerative control process can be performed with stable control quantities, and the ⁇ SOC correction coefficients for correcting the control quantities of the assistive control process and the regenerative control process are prevented from varying frequently.
  • the assistive transient control process is performed and thereafter it switches to the regenerative control process. Therefore, the crankshaft 48 is prevented from becoming abruptly sluggish, and no abruptly increased load is posed on the rider of the assisted bicycle 10 .
  • the regenerative control process thus smoothly starts to be performed without making the rider experience a strange feeling. Specifically, if the peak of the torque value T detected by the pedaling force sensor 110 becomes equal to or smaller than the predetermined level after the assistive mode has switched to the regenerative mode, then the assistive transient mode is determined as the mode to be performed.
  • the assisted bicycle 10 is assisted with a reduced assistive ratio as long as the assistive transient mode determined as the mode to be performed. As a result, the rider does not experience a strange feeling during the transition from the assistive mode to the regenerative mode.
  • a transient coefficient for reducing an assistive ratio is set each time the crankshaft 48 makes one-half of a revolution, the assistive control process smoothly switches to the regenerative control process without making the rider experience a strange feeling.
  • an appropriate mode to be performed can be selected easily depending on the SOC of the battery 44 .
  • Decision maps that correspond to lower SOCs of the battery 44 are associated with higher predetermined levels. Therefore, as the SOC of the battery 44 is lower, the regenerative mode is more likely to be determined as the mode to be performed, allowing the battery 44 to be more likely charged.
  • a difference ⁇ SOC is calculated, and a ⁇ SOC correction coefficient corresponding to the calculated difference ⁇ SOC is acquired from a ⁇ SOC correction map and stored in the ⁇ SOC correction coefficient storage area 296 of the storage unit 252 .
  • a difference ⁇ SOC may be calculated and the calculated difference ⁇ SOC may be stored in the storage unit 252 .
  • a ⁇ SOC correction coefficient corresponding to the difference ⁇ SOC stored in the storage unit 252 is acquired from a ⁇ SOC correction map.
  • the ⁇ SOC correction map is set such that the ⁇ SOC correction coefficient is 1.0, if the absolute value of the calculated difference ⁇ SOC is equal to or smaller than a value which is 5% of the present SOC of the battery 44 .
  • the ⁇ SOC correction map is set such that the ⁇ SOC correction coefficient is 1.0, if the absolute value of the calculated difference ⁇ SOC is equal to or smaller than the value which is 5% of the present SOC of the battery 44 (i.e., the predetermined value that varies depending on the SOC), and the ⁇ SOC correction coefficient increases or decreases, if the absolute value of the calculated difference ⁇ SOC is greater than the value that is 5% of the present SOC of the battery 44 .
  • the ⁇ SOC correction map may be set such that the ⁇ SOC correction coefficient is 1.0, if the absolute value of the calculated difference ⁇ SOC is equal to or smaller than a predetermined value that is constant, and the ⁇ SOC correction coefficient increases or decreases, if the absolute value of the calculated difference ⁇ SOC is greater than the predetermined value that is constant.
  • the controller 108 may store the difference ⁇ SOC or the ⁇ SOC correction coefficients that are stored in the storage unit 252 , in the memory card 200 mounted in the display unit 68 .
  • the memory card 200 which stores the difference ⁇ SOC or the ⁇ SOC correction coefficients therein, may be removed from the display unit 68 and may be mounted in another assisted bicycle 10 .
  • the control apparatus 250 of the other assisted bicycle 10 with the memory card 200 mounted therein may correct the control quantities of the assistive control process and the regenerative control process based on the difference ⁇ SOC or the ⁇ SOC correction coefficients stored in the memory card 200 .
  • Memory cards 200 which store the data, can be used as follows: A memory card 200 that stores a difference ⁇ SOC or ⁇ SOC correction coefficients therein that are obtained when an assisted bicycle 10 is used by a rider tending to use the assistive mode more often, may be mounted in another assisted bicycle 10 wherein the SOC of the battery 44 is low, for quickly recovering the SOC of the battery 44 . A memory card 200 that stores a difference ⁇ SOC or ⁇ SOC correction coefficients therein that are obtained when an assisted bicycle 10 is used by a rider tending to use the regenerative mode more often, may be mounted in another assisted bicycle 10 , which is used by a woman with less physical power, for operating the other assisted bicycle 10 in a stronger assistive control process.
  • the assistive transient control process is performed while the crankshaft 48 makes one revolution.
  • the assistive transient control process is performed while the crankshaft 48 makes a predetermined number of revolutions (e.g., five revolutions).
  • the transient coefficient may be reduced each time the crankshaft 48 makes a certain number of revolutions, e.g., one revolution, 1.5 revolutions, etc.
  • the maps including the decision maps, ⁇ V integrated value correction maps, ⁇ SOC correction maps, etc. are used.
  • calculations may be used rather than these maps.
  • a mode to be performed may be determined by way of calculations and control quantities may be calculated from the torque value T and the vehicle speed information value V.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US13/243,343 2010-09-30 2011-09-23 Control apparatus for motor-assisted bicycle Expired - Fee Related US8892279B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-223012 2010-09-30
JP2010223012A JP5564389B2 (ja) 2010-09-30 2010-09-30 電動補助自転車の制御装置

Publications (2)

Publication Number Publication Date
US20120083957A1 US20120083957A1 (en) 2012-04-05
US8892279B2 true US8892279B2 (en) 2014-11-18

Family

ID=44651448

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/243,343 Expired - Fee Related US8892279B2 (en) 2010-09-30 2011-09-23 Control apparatus for motor-assisted bicycle

Country Status (5)

Country Link
US (1) US8892279B2 (es)
EP (1) EP2436591B1 (es)
JP (1) JP5564389B2 (es)
CN (1) CN102442397B (es)
ES (1) ES2466819T3 (es)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9751589B2 (en) * 2013-10-29 2017-09-05 Shimano Inc. Bicycle control apparatus
US9925999B2 (en) 2015-09-29 2018-03-27 Radio Flyer Inc. Power assist wagon
US10035559B2 (en) * 2015-07-21 2018-07-31 Shimano Inc. Bicycle control apparatus and bicycle assist device equipped with the control apparatus
USD866676S1 (en) 2017-11-02 2019-11-12 Radio Flyer Inc. Foldable wagon
US10583852B2 (en) 2016-11-02 2020-03-10 Radio Flyer Inc. Foldable wagon
CN110901549A (zh) * 2019-12-10 2020-03-24 温州科丰汽车零部件有限公司 车辆水平传感器

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010028658A1 (de) * 2010-05-06 2011-11-10 Robert Bosch Gmbh Verfahren und Vorrichtung zur automatischen Steuerung des Gangs eines Elektrofahrrad-Getriebes
JP5564391B2 (ja) * 2010-09-30 2014-07-30 本田技研工業株式会社 電動補助自転車の制御装置
JP5479291B2 (ja) * 2010-09-30 2014-04-23 本田技研工業株式会社 電動補助自転車の制御装置
DE102012104150A1 (de) * 2012-05-11 2013-11-14 Rolf Strothmann Fahrzeug, insbesondere Fahrrad, mit elektrischem Hilfsantrieb
JP5602186B2 (ja) * 2012-05-28 2014-10-08 マイクロスペース株式会社 モータ駆動制御装置
JP6415809B2 (ja) * 2012-12-17 2018-10-31 ヤマハ発動機株式会社 駆動ユニット及び電動補助自転車
US9896153B2 (en) 2013-06-14 2018-02-20 Microspace Corporation Motor driving control apparatus
JP2015044526A (ja) * 2013-08-29 2015-03-12 太陽誘電株式会社 モータ駆動制御装置及び電動アシスト車
CN106029489A (zh) * 2014-01-15 2016-10-12 新时代技研株式会社 电动辅助单元、电动辅助移动体、电动辅助移动体组及电动辅助移动体的控制方法
WO2015134685A1 (en) * 2014-03-07 2015-09-11 Ashton Instruments, Inc. Measurement systems
DE102014224066A1 (de) 2014-11-26 2016-06-02 Robert Bosch Gmbh Fahrzeug mit elektrischem Antrieb, insbesondere Elektrofahrrad, und Verfahren zum Betreiben eines derartigen Fahrzeugs
DE102015100676B3 (de) 2015-01-19 2016-06-09 Unicorn Energy GmbH Antriebsbaugruppe für ein manuell angetriebenes Fahrzeug mit einem elektrischen Hilfsantrieb, Verfahren zum Regeln einer solchen Antriebsbaugruppe und Verwendung, Verfahren zum Regeln eines Fahrzeuges und Fahrzeug
WO2016199013A1 (en) * 2015-06-08 2016-12-15 Technogym S.P.A. System for controlling a hybrid bicycle
US20180072380A1 (en) * 2015-06-26 2018-03-15 Specialized Bicycle Components, Inc. Ebike battery with integral control panel
US10137787B2 (en) * 2015-11-09 2018-11-27 Taiyo Yuden Co., Ltd. Regenerative controller for electric motor, regenerative driver for electric motor, and power-assisted vehicle
JP6381573B2 (ja) * 2015-11-09 2018-08-29 太陽誘電株式会社 電動機の回生制御装置、電動機の回生駆動装置、及び電動補助車両
ITUB20155550A1 (it) * 2015-11-13 2017-05-13 Piaggio & C Spa Metodo di controllo di una unita di propulsione per bicicletta a pedalata assistita e relativa bicicletta a pedalata assistita
JP6761696B2 (ja) * 2016-08-18 2020-09-30 株式会社シマノ 自転車用制御装置および自転車の制御方法
IT201700003184A1 (it) * 2017-01-13 2018-07-13 Zehus S P A Sistema adattativo per il controllo di una bicicletta a pedalata assistita
JP6914594B2 (ja) 2017-08-09 2021-08-04 ヤマハ発動機株式会社 駆動ユニットおよび電動補助自転車
EP3501961A1 (en) 2017-12-20 2019-06-26 Specialized Bicycle Components, Inc. Bicycle pedaling torque sensing systems, methods, and devices
US11008063B2 (en) * 2018-06-25 2021-05-18 GM Global Technology Operations LLC Adaptive pedal assist systems and control logic with input torque filters for intelligent e-bikes
JP7409905B2 (ja) * 2020-02-28 2024-01-09 株式会社シマノ 人力駆動車用制御装置

Citations (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146145A (en) * 1991-06-10 1992-09-08 The United States Of America As Represented By The Secretary Of The Navy Electric drive system for submarine machinery
EP0590674A1 (en) 1992-09-30 1994-04-06 Yamaha Hatsudoki Kabushiki Kaisha Method for powering a muscle-operated vehicle and vehicle
EP0798204A1 (en) 1996-03-29 1997-10-01 Honda Giken Kogyo Kabushiki Kaisha Regeneration control device for bicycle with auxiliary motor
US5806621A (en) * 1994-08-18 1998-09-15 Honda Giken Kogyo Kabushiki Kaisha Electric power assisted bicycle
US5878831A (en) * 1995-03-03 1999-03-09 Yamaha Hatsudoki Kabushiki Kaisha Power assisted manually powered vehicle
EP0933245A2 (en) * 1998-02-03 1999-08-04 Honda Giken Kogyo Kabushiki Kaisha Control system for hybrid vehicle
US6320336B1 (en) * 1998-10-12 2001-11-20 Sony Corporation Bicycle with power assisting function
US20030222607A1 (en) * 2000-05-05 2003-12-04 Satoru Simizu Motor controller system for battery-powered motors
US20040056616A1 (en) * 2002-08-28 2004-03-25 Sotoshi Honda Power supply apparatus in electric vehicle
JP2005014869A (ja) 2003-06-24 2005-01-20 Meiden Eco Drive Kk 電動アシスト自転車のアシストモータの制御方法
US20070018608A1 (en) * 2003-10-29 2007-01-25 Toyota Jidosha Kabushiki Kaisha Secondary battery control apparatus and control method
US20080177433A1 (en) * 2007-01-24 2008-07-24 Matsushita Electric Industrial Co., Ltd. Motor driver controller for electric bicycle
US20090112417A1 (en) * 2007-10-29 2009-04-30 Gm Global Technology Operations, Inc. Method and apparatus to produce a smooth input speed profile in mode for a hybrid powertrain system
US7706935B2 (en) * 2004-09-14 2010-04-27 Systemes D'energie Et Propulsion Eps Inc. Energy management system for motor-assisted user-propelled vehicles
US7841433B2 (en) * 2007-06-20 2010-11-30 Ford Global Technologies, Llc Negative driveline torque control incorporating transmission state selection for a hybrid vehicle
US20120241264A1 (en) * 2009-10-05 2012-09-27 Taiyo Yuden Co., Ltd. Regenerative brake device and motor-assisted vehicle provided with the same
US8544576B2 (en) * 2007-12-26 2013-10-01 Sumitomo Heavy Industries, Ltd. Hybrid construction machine and method of controlling hybrid construction machine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4439614C1 (de) * 1994-11-05 1995-12-14 Loh Kg Rittal Werk Rahmengestell für einen Schaltschrank
JPH08258782A (ja) * 1995-03-27 1996-10-08 Sanyo Electric Co Ltd 電動自転車
JP4518300B2 (ja) * 2001-02-28 2010-08-04 本田技研工業株式会社 電動補助自転車の制御装置
JP2006015887A (ja) * 2004-07-02 2006-01-19 Sanyo Electric Co Ltd 電動補助自転車
JP5049042B2 (ja) * 2007-04-05 2012-10-17 サンスター技研株式会社 電動アシスト自転車
EP2848514A1 (en) * 2008-05-19 2015-03-18 Sunstar Giken Kabushiki Kaisha Electric assist bicycle

Patent Citations (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146145A (en) * 1991-06-10 1992-09-08 The United States Of America As Represented By The Secretary Of The Navy Electric drive system for submarine machinery
EP0590674A1 (en) 1992-09-30 1994-04-06 Yamaha Hatsudoki Kabushiki Kaisha Method for powering a muscle-operated vehicle and vehicle
US5806621A (en) * 1994-08-18 1998-09-15 Honda Giken Kogyo Kabushiki Kaisha Electric power assisted bicycle
US5878831A (en) * 1995-03-03 1999-03-09 Yamaha Hatsudoki Kabushiki Kaisha Power assisted manually powered vehicle
JP3642364B2 (ja) 1996-03-29 2005-04-27 本田技研工業株式会社 補助動力付き自転車の回生制御装置
EP0798204A1 (en) 1996-03-29 1997-10-01 Honda Giken Kogyo Kabushiki Kaisha Regeneration control device for bicycle with auxiliary motor
JPH09267790A (ja) 1996-03-29 1997-10-14 Honda Motor Co Ltd 補助動力付き自転車の回生制御装置
EP0933245A2 (en) * 1998-02-03 1999-08-04 Honda Giken Kogyo Kabushiki Kaisha Control system for hybrid vehicle
US6124690A (en) * 1998-02-03 2000-09-26 Honda Giken Kogyo Kabushiki Kaisha Control system for hybrid vehicle
US6320336B1 (en) * 1998-10-12 2001-11-20 Sony Corporation Bicycle with power assisting function
US20030222607A1 (en) * 2000-05-05 2003-12-04 Satoru Simizu Motor controller system for battery-powered motors
US20040056616A1 (en) * 2002-08-28 2004-03-25 Sotoshi Honda Power supply apparatus in electric vehicle
JP2005014869A (ja) 2003-06-24 2005-01-20 Meiden Eco Drive Kk 電動アシスト自転車のアシストモータの制御方法
US20070018608A1 (en) * 2003-10-29 2007-01-25 Toyota Jidosha Kabushiki Kaisha Secondary battery control apparatus and control method
US7706935B2 (en) * 2004-09-14 2010-04-27 Systemes D'energie Et Propulsion Eps Inc. Energy management system for motor-assisted user-propelled vehicles
US20080177433A1 (en) * 2007-01-24 2008-07-24 Matsushita Electric Industrial Co., Ltd. Motor driver controller for electric bicycle
US7841433B2 (en) * 2007-06-20 2010-11-30 Ford Global Technologies, Llc Negative driveline torque control incorporating transmission state selection for a hybrid vehicle
US20090112417A1 (en) * 2007-10-29 2009-04-30 Gm Global Technology Operations, Inc. Method and apparatus to produce a smooth input speed profile in mode for a hybrid powertrain system
US8544576B2 (en) * 2007-12-26 2013-10-01 Sumitomo Heavy Industries, Ltd. Hybrid construction machine and method of controlling hybrid construction machine
US20120241264A1 (en) * 2009-10-05 2012-09-27 Taiyo Yuden Co., Ltd. Regenerative brake device and motor-assisted vehicle provided with the same

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9751589B2 (en) * 2013-10-29 2017-09-05 Shimano Inc. Bicycle control apparatus
US10377443B2 (en) 2013-10-29 2019-08-13 Shimano Inc. Bicycle control apparatus
US10035559B2 (en) * 2015-07-21 2018-07-31 Shimano Inc. Bicycle control apparatus and bicycle assist device equipped with the control apparatus
US9925999B2 (en) 2015-09-29 2018-03-27 Radio Flyer Inc. Power assist wagon
US10525998B2 (en) 2015-09-29 2020-01-07 Radio Flyer Inc. Power assist wagon
US10583852B2 (en) 2016-11-02 2020-03-10 Radio Flyer Inc. Foldable wagon
USD866676S1 (en) 2017-11-02 2019-11-12 Radio Flyer Inc. Foldable wagon
CN110901549A (zh) * 2019-12-10 2020-03-24 温州科丰汽车零部件有限公司 车辆水平传感器

Also Published As

Publication number Publication date
CN102442397B (zh) 2013-12-04
JP2012076577A (ja) 2012-04-19
ES2466819T3 (es) 2014-06-11
US20120083957A1 (en) 2012-04-05
CN102442397A (zh) 2012-05-09
EP2436591B1 (en) 2014-05-14
JP5564389B2 (ja) 2014-07-30
EP2436591A1 (en) 2012-04-04

Similar Documents

Publication Publication Date Title
US8892279B2 (en) Control apparatus for motor-assisted bicycle
US8616321B2 (en) Control apparatus for motor-assisted bicycle
US8689921B2 (en) Control apparatus for motor-assisted bicycle
US8886376B2 (en) Control apparatus for motor-assisted bicycle
US6320336B1 (en) Bicycle with power assisting function
EP2631165B1 (en) Power-assisted bicycle
EP2377713A1 (en) Electrically assisted bicycle
JP4518300B2 (ja) 電動補助自転車の制御装置
JP4518299B2 (ja) 電動補助自転車の制御装置
JP4518301B2 (ja) 電動補助自転車の制御装置
JP4518298B2 (ja) 電動補助自転車の制御装置
JP5595858B2 (ja) 電動補助自転車の踏力検知装置
JP2020142732A (ja) モータ駆動制御装置及び電動アシスト車
KR20160019590A (ko) 사이클용 운동부하 조절장치

Legal Events

Date Code Title Description
AS Assignment

Owner name: HONDA MOTOR CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:AOKI, KOJI;KAMIMURA, NAOKI;REEL/FRAME:026968/0486

Effective date: 20110919

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551)

Year of fee payment: 4

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20221118